Agenda packet — Montebello City Council, April 27, 2022 (part 3 of 12)

• Cultural Resources (Human Remains): In
the unlikely event that human remains are
uncovered by construction crews, all
construction activities shall be halted, and
the City of Montebell o Police Department
will be contacted (the Department will then
contact the County Coroner). This is a
standard condition under California Health
and Safety Code Section 7050.5(b), which
states:
o “In the event of discovery or
recognition of any human remai ns in
any location other than a dedicated
cemetery, there shall be no further
excavation or disturbance of the site or
any nearby area reasonably suspected
to overlie adjacent remains until the
coroner of the county in which the
human remains are discovered has
determined, in accordance with
Chapter 10 (commencing with (b)
Section 27460) of Part 3 of Division 2
of Title 3 of the Government Code, that
the remains are not subject to the
provisions of Section 27491 of the
Government Code or any other related
provisions of law concerning
investigation of the circumstances,
manner and cause of any death, and
the recommendations concerning the
treatment and disposition of the human
remains have been made to the
person responsible for the excavation,
or to his or her authorized
representative, in the manner provided
in Section 5097.98 of the Public
Resources Code. The coroner shall
make his or her determination within
two working days from the time the
person responsible for the excavation,
or his or her authorized representative,
notifies the coroner of the discovery or
recognition of the human remains. If
the coroner determines that the
remains are not subject to his or her
authority and if the coroner recognizes
the human remains to be those of a
Native American , or has reason to

Poplar Avenue Residential Development P age 100 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project archaeologist, if recommended
by the Native American monitor,
and rebury the Native American
human remains and any
associated grave goods, with
appropriate dignity, on the
property and in a location that is
not subject to further subsurface
disturbance.
believe that they are those of a Native
American, he or she shall contact, by
telephone within 24 hours, the Native
American Heritage Commission.”
• In addition, Title 14; Chapter 3; Article 5;
Section 15064.5 of CEQA and California
Health and Safety Code Section 7050.5(b)
will apply in terms of the identification of
significant archaeological resources and
their salvage.

Compliance with the above -listed regulatory
compliance measures substantially conforms
to this Mitigation Measure, and would reduce
any potentially significant impacts.

ENERGY
Impact ENR-1
Result in
Wasteful,
Inefficient, or
Unnecessary
Consumption
of Energy
Resources,
During
Project
Construction
or Operation

No mitigation is required.

No mitigation applies. The Proposed Project
will comply with applicable energy
conservation measures under California Title
24 and Green Building Standards (CALGreen)
Codes, thereby reducing consumption of these
resources and reducing the consumption of
energy accordingly. Therefore, no significant
GHG emission impacts would occur for the
Proposed Project.

Additionally, the Proposed Project would be in
compliance with the PRC’s statutory
requirements for a transportation priority
project (TPP) building to be designed to be 15
percent more energy efficient than the
applicable Title 24 standards . Specifically,
Project A’s energy use would be 15.8 percent
less than Title 24, Part 6 (2019) and Project B’s
energy use would be 15.2 percent less than
Title 24, Part 6 (2019). The Proposed Project
would achieve its energy efficiency through the
implementation of multiple measures including,
but not limited to, enhanced exterior wall and
roof insulation, high -reflectance roofing,
overhanging balconies for solar shading, high
performance windows, photovoltaic system ,
high-efficiency heating, ventilation, and air
conditioning (HVAC) systems, and centralized
hot water system and high- efficiency water
fixtures.

Furthermore, the Project Sites are located less
than ¼ mile from Whittier Boulevard, which is
identified as an HQTC by the 2020 -2045
RTP/SCS. Notwithstanding this presumption,

Poplar Avenue Residential Development P age 101 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project the P roposed Project will also directly
encourage the utilization of transit due to its
close proximity to its proximity to public transit,
employment, and entertainment destinations,
which is expected to further increase the
projected number of walk or transit trips rather
than auto vehicle trips.

Collectively, these attributes of the Proposed
Project as well as required regulatory
compliance would result in reduced electricity
and natural gas consumption and reduced
transportation energy. Therefore, no mitigation
is required.

Impact ENR-2
Conflict with
or Obstruct a
State or Local
Plan for
Renewable
Energy or
Energy
Efficiency

No mitigation is required.

No mitigation applies. As stated above, the
Proposed Project would comply with applicable
energy conservation measures under
California Title 24 and Green Building
Standards (CALGreen) Codes and would be in
compliance with the PRC’s statutory
requirements for a TPP building to be designed
to be at least 15 percent more energy efficient
than the applicable Title 24 standards .

Therefore, the Proposed Project would comply
with all plans and regulations that aim to
reduce energy consumption and promote
renewable energy. No mitigation is required.

GEOLOGY AND SOILS
Impact GEO-1
Cause Potential
Adverse
Effects,
Including Risk
of Loss, Injury,
or Death (Fault
Rupture,
Ground
Shaking,
Liquefaction,
Landslides)

PMM-GEO-1: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects
related to historical resources, as appli cable and
feasible. Such measures may include the
following or other comparable measures identified
by the Lead Agency:
a) Consistent with the CBC and local
regulatory agencies with oversight of
development associated with the Plan,
ensure that site- specific geotechnical
investigations conducted by a qualified
geotechnical expert are conducted to
ascertain soil types prior to preparation of
project designs. These investigations can
and should identify areas of potential
failure and recommend remedial
geotechnical measures to eliminate any
problems.

No mitigation required. The Proposed Project
would be subject to the following regulatory
compliance measures , which are capable of
avoiding or reducing the significant effects on
the potential for projects to result in the
exposure of people and infrastructure to the
effects of earthquakes, seismic related ground-
failure, liquefaction, and seismically induced
landslides:

• Geology (Seismic): The design and
construction of the Project shall conform
to the 2019 California Building Code
seismic standards.
• Geology (Geotechnical Investigation
Reports): The Proposed Project shall
comply with the conditions contained
within the Geotechnical Investigation
Reports, prepared for both Projects by LK
Geotechnical Engineering, Inc. , and as
they may be subsequently amended or
modified.

Poplar Avenue Residential Development P age 102 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project b) Consistent with the requirements of the
State Water Resources Control Board
(SWRCB) for projects over one acre in
size, obtain coverage under the General
Construction Activity Storm Water Permit
(General Construction Permit) issued by
the SWRCB and prepare a stormwater
pollution prevention plan (SWPPP) and
submit the plan for review and approval
by the Regional Water Quality Control
Board (RWQCB). At a minimum, the
SWPPP should include a description of
construction m aterials, practices, and
equipment storage and maintenance; a
list of pollutants likely to contact
stormwater; site -specific erosion and
sedimentation control practices; a list of
provisions to eliminate or reduce
discharge of materials to stormwater; best
management practices (BMPs); and an
inspection and monitoring program.
c) Consistent with the requirements of the
SWRCB and local regulatory agencies
with oversight of development associated
with the Plan, ensure that project designs
provide adequate slope drainage and
appropriate landscaping to minimize the
occurrence of slope instability and
erosion. Design features should include
measures to reduce erosion caused by
storm water. Road cuts should be
designed to maximize the potential for
revegetation.
d) Consistent with the CBC and local
regulatory agencies with oversight of
development associated with the Plan,
ensure that, prior to preparing project
designs, new and abandoned wells are
identified within construction areas to
ensure the stability of nearby soils.

Therefore, with compliance with applicable
regulatory requirements, development of the
Proposed Project would not result in the
exposure of people and infrastructure to the
effects of earthquakes, seismic related ground-
failure, liquefaction, and seismically induced
landslides, and application of this mitigation
measure to the Proposed Project is not
required.

Impact GEO-2
Result in
Substantial Soil
Erosion or Loss
of Topsoil

See PMM-GEO-1.

No mitigation required. The Proposed Project
would not result in significant impacts with
implementation of the following regulatory
compliance measure(s), which are equal to or
more effective in avoiding or reducing the
significant effects on the potential for projects
to result in substantial soil erosion or the loss
of topsoil:

• Geology (Erosion/Grading/Short -Term
Construction Impacts): The Applicant must

Poplar Avenue Residential Development P age 103 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project adhere to the grading requirements outl ined
in Chapter 15.48 – Grading of the City’s
Municipal Code. For example, Section

15.48.470 – Seasonal Limits contains the
following provisions:
o No fill material shall be placed, spread, or
rolled at such time or times that weather
conditions are considered unfavorable by
the city engineer. When the work is
interrupted by heavy rain, fill operations
shall not be resumed until field tests by the
soils engineer indicate that the moisture
content and density of the fill materials
meet the requirements of this chapter.
o The period between November 15th and
April 15th is determined to be the period
during which heavy rainfall normally
occurs in the city. Previously authorized
grading work which continues into the
rainy season shall be protected by the
installation of temporary erosion control
devices. Plans for erosion control devices
shall be submitted to the engineering
department and design approval obtained
not later than November 1st. The design
and construction of desilting basins which
discharge drainage onto the city streets or
natural watercourses shall be under the
control of the engineering department. All
temporary erosion control devices,
including the desilting basins, shall be
installed not later than November 15th.
o Grading work shall be limited or ceased if
the city engineer finds that its continuance
will constitute a hazard to persons or
property during the period November 15th
through April 15
th.

• Hydrology ( Stormwater Pollution
Prevention Program): The Applicant will be
required to prepare a Stormwater Pollution
Prevention Program (SWPPP) pursuant to
Federal NPDES regulations since the
Project would connect to the City’s
Municipal Separate Storm Sewer System
(MS4). The SWPPP is required to apply for
an NPDES General Construction Activities
Stormwater Permit (GCASP). The SWPPP
will contain construction best management
practices (BMPs) that will restrict the

Poplar Avenue Residential Development P age 104 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Therefore, with compliance with applicable
regulatory r equirements, development of the
Project would not cause or exacerbate soil
erosion or loss of topsoil, and application of this
mitigation measure to the Proposed Project is
not required.

Impact GEO-3
Be Located on a
Geologic Unit or
Soil that is
Unstable, or
That Would
Become
Unstable

No mitigation is required.

No mitigation required. The Proposed Project
would be subject to the regulatory compliance
measures listed under Impact GEO -1, above.

Based on the findings found in the two
Geotechnical Investigation Reports prepared
for the Project Sites (Appendix C.1 and C.2 of
this SCPE), the Project Sites are considered
suitable from a soils engineering standpoint for
construction of both Projects, provided the
recommendations included are followed and
integrated. Therefore, the Proposed Project
would not be located on unstable soil or that
would become unstable , and no mitigation is
required.

Impact GEO-4
Located on
Expansive Soil
as Defined in
Table 18-1-B of
the Uniform
Building Code

No mitigation is required.

No mitigation required. The Proposed Project
would be subject to the regulatory compliance
measures listed under Impact GEO -1, above.

Based on the findings found in the two
Geotechnical Investigation Reports prepared
for the Project Sites (Appendix C.1 and C.2 of
this SCPE). Project Site A is considered to
have “medium” expansive potential, and
Project Site B is considered to have “low”
expansion potential. The Project Sites are
considered suitable from a soils engineering
standpoint for construction of both Projects,
provided the recommendations included in the
Geotechnical investigation Reports are
followed and integrated. Therefore, the
Proposed Project would not be located on
expansive soils, and no mitigation is required.

Impact GEO-5
Have Soils
Incapable of
Adequately
Supporting the
Use of Septic
Tanks or
Alternative
Wastewater
Disposal
Systems

No mitigation is required.

No mitigation applies. The Proposed Project
would connect to the sewer lines located along
Poplar Avenue. No septic tanks will be
installed. No mitigation is required.

Poplar Avenue Residential Development P age 105 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project Impact GEO-6
Destroy Unique
Paleontological
Resource or
Site or Unique
Geologic
Feature

PMM-GEO-2: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines, a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects
related to paleontological resources. Suc h
measures may include the following or other
comparable measures identified by the Lead
Agency:
a) Ensure compliance with the
Paleontological Resources Preservation
Act, the Federal Land Policy and
Management Act, the Antiquities Act,
Section 5097.5 of the Public Resources
Code (PRC), adopted county and city
general plans, and other federal, state
and local regulations, as applicable and
feasible, by adhering to and incorporating
the performance standards and practices
from the 2010 Society for Vertebrate
Paleontology (SVP) standard procedures
for the assessment and mitigation of
adverse impacts to paleontological
resources.
b) Obtain review by a qualified
paleontologist (e.g. who meets the SVP
standards for a Principal Investigator or
Project Paleontologist or the Bureau of
Land Management (BLM) standards for a
Principal Investigator), to determine if the
project has the potential to require ground
disturbance of parent material with
potential to contain unique
paleontological or resources, or to require
the substantial alteration of a unique
geologic feature. The assessment should
include museum records searches, a
review of geologic mapping and the
scientific literature, geotechnical studies
(if available), and potentially a pedestrian
survey, if units with paleontological
potential are present at the surface.
c) Avoid exposure or displacement of parent
material with potential to yield unique
paleontological resources.
d) Where avoidance of parent material with
the potential to yield unique
paleontological resources is not feasible:

1. All on-site construction personnel
receive Worker Education and
Awareness Program (WEAP)

No mitigation applies. It is not anticipated that
the Project Sites contains unique
paleontological resources or unique geologic
features. However, if unexpected discovery
should occur, the Proposed Project will comply
with the following regulatory compliance
measures, which are equal to or more effective
in avoiding or reducing significant impacts on
unique paleontological resources or sites or
unique geologic features:

Under California Public Resources Code
Sections 5097 .5 and 30244, if any
paleontological materials are encountered
during the course of project development, all
further development activities shall halt and:
• The services of a paleontologist shall
then be secured by contacting the
Center for Public Paleontology - USC,
UCLA, California State University Los
Angeles, California State University
Long Beach, or the Los Angeles
County Natural History Museum - who
shall assess the discovered material(s)
and prepare a survey, study or report
evaluating the impact.
• The paleontologist's survey, study or
report shall contain a
recommendation(s), if necessary, for
the preservation, conservation, or
relocation of the resource.
• The applicant shall comply with the
recommendations of the evaluating
paleontologist, as contained in the
survey, study or report.
• Project development activities may
resume once copies of the
paleontological survey, study or report
are submitted to the Los Angeles
County Natural History Museum.

Therefore, with compliance with applicable
regulatory requirements, development of the
Project would not result in impacts to unique
paleontological or geological features, and
application of this mitigation measure to the
Proposed Project is not required.

Poplar Avenue Residential Development P age 106 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project training prior to the
commencement of excavation
work to understand the regulatory
framework that provides for
protection of paleontological
resources and become familiar
with diagnostic characteristics of
the materials with the potential to
be encountered.

2. A qualified paleontologist
prepares a Paleontological
Resource Management Plan
(PRMP) to guide the salvage,
documentation and repository of
unique paleontological resources
encountered during construction.

The PRMP should adhere to and
incorporate the performance
standards and practices from the
2010 SVP Standard procedures
for the assessment and mitigation
of adverse impacts to
paleontological resources. If
unique paleontological resources
are encountered during
construction, use a qualified
paleontologist to oversee the
implementation of the PRMP.

3. Monitor ground disturbing
activities in parent material, with
a moderate to high potential to
yield unique paleontological
resources using a qualified
paleontological monitor meeting
the standards of the SVP or the
BLM to determine if unique
paleontological resources are
encountered during such
activities, consistent with the
specified or comparable
protocols.

4. Identify where ground
disturbance is proposed in a
geologic unit having the potential
for containing fossils and specify
the need for a paleontological
monitor to be present during
ground disturbance in these
areas.
e) Avoid routes and project de signs that
would permanently alter unique
geological features.

Poplar Avenue Residential Development P age 107 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project f) Salvage and document adversely
affected resources sufficient to support
ongoing scientific research and
education.
g) Significant recovered fossils should be
prepared to the point of curation,
identified by qualified experts, listed in a
database to facilitate analysis, and
deposited in a designated paleontological
curation facility.
h) Following the conclusion of the
paleontological monitoring, the qualified
paleontologist should prepare a report
stating that the paleontological monitoring
requirement has been fulfilled and
summarize the results of any
paleontological finds. The report should
be submitted to the lead CEQA and the
repository curating the collected artifacts,
and should document the methods and
results of all work completed under the
PRMP, including treatment of
paleontological materials, results of
specimen processing, analysis, and
research, and final curation
arrangements.

GREENHOUSE GAS EMISSIONS
Impact GHG-1
Generate GHG
Emissions that
May Have
Significant
Impact on
Environment

PMM-GHG-1: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects
related to greenhouse gas emissions, as applicable
and feasible. Such measures may include the
following or other comparable measures identified
by the Lead Agency:
a) Integrate green building measures
consistent with CALGreen (California
Building Code Title 24), local building
codes and other applicable laws, into
project design including:
i) Use energy efficient materials in
building design, construction,
rehabilitation, and retrofit.
ii) Install energy -efficient lighting,
heating, and cooling systems
(cogeneration); water heaters;
appliances; equipment; and
control systems.
iii) Reduce lighting, heating, and
cooling needs by taking advantage

No mitigation applies. The Proposed
Project’s generation of greenhouse gas (GHG)
emissions would not be considered
cumulatively considerable, as the Proposed
Project would not conflict with an applicable
plan, policy, or regulation for the purposes of
reducing the emissions of GHGs. Specifi cally,
as set forth in Section 3.0 of this SCPE, the
Proposed Project is consistent with the 2020 -
2045 RTP/SCS, which is SCAG’s regional plan
for reducing GHG emissions. Moreover, the
Project will comply with applicable water and
energy conservation measu res under
California Title 24 and Green Building
Standards (CALGreen) Codes , thereby
reducing consumption of these resources and
reducing GHG emissions accordingly.

Therefore, no significant GHG emission
impacts would occur for the Proposed Project.

Additionally, as described under Impact ENR-2
and Section 2.0 of this SCPE , the Proposed
Project would be in compliance with the PRC’s
statutory requirements for a transportation

Poplar Avenue Residential Development P age 108 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project of light -colored roofs, trees for
shade, and sunlight.
iv) Incorporate passive environmental
control systems that account for
the characteristics of the natural
environment.
v) Use high -efficiency lighting and
cooking devices.
vi) Incorporate passive solar design.
vii) Use high -reflectivity building
materials and multiple glazing.
viii) Prohibit gas -powered landscape
maintenance equipment.
ix) Install electric vehicle charging
stations.
x) Reduce wood burning stoves or
fireplaces.
xi) Provide bike lanes accessibility
and parking at residential
developments.
b) Reduce emissions resulting from projects
through implementation of project features,
project design, or other measures, such as
those described in Appendix F of the State
CEQA Guidelines.
c) Include off- site measures to mitigate a
project’s emissions.
d) Measures that consider incorporation of
Best Available Control Technology (BACT)
during design, construction and operation
of projects to minimize GHG emissions,
including but not limited to:
i) Use energy and fuel -efficient
vehicles and equipment;
ii) Deployment of zero - and/or near
zero emission technologies;
iii) Use lighting systems that are
energy efficient, such as LED
technology;
iv) Use the minimum feasible amount
of GHG -emitting construction
materials;
v) Use cement blended with the
maximum feasible amount of flash
or other materials that reduce
GHG em issions from cement
production;
vi) Incorporate design measures to
reduce GHG emissions from solid
waste management through
encouraging solid waste recycling
and reuse;
priority project (TPP) building to be designed to
be 15 percent more energy efficient than the
applicable Title 24 standards and to be
designed to achieve 25 percent less water
usage than the average household use in the
region. Specifically, Project A ’s energy use
would be 15.8 percent less than Title 24, Part
6 (2019) and Project B’s energy use would be

15.2 percent less than Title 24, Part 6 (2019) .

The Project A’s water use would be 50 percent
below the average household use in the region
and Project B ’s water use would be 56.5
percent below the average household use. The
Project would achieve its energy efficiency
through the implementation of multiple
measures including, but not limited to,
enhanced exterior wall and roof insulation,
high-reflectance roofing, overhanging
balconies for solar shading, high performance
windows, photovoltaic system, high-efficiency
heating, ventilation, and air conditioning
(HVAC) systems, and centralized hot water
system and high-efficiency water fixtures. The
Proposed Pr oject would achieve its water
efficiencies through multiple measures,
including high efficiency water using
appliances such as clothes washers and
dishwashers, low flow fixtures and faucets, and
efficient irrigation systems.

Collectively, these attributes of the Proposed
Project as well as required regulatory
compliance would result in reduced energy
consumption, reduced VMT, and
corresponding reduction in GHG emissions,
consistent with the project- related mitigation
identified by SCAG.

Poplar Avenue Residential Development P age 109 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project vii) Incorporate design measures to
reduce energy consumption and
increase use of renewable energy;

viii) Incorporate design measures to
reduce water consumption;
ix) Use lighter -colored pavement
where feasible;
x) Recycle construction debris to
maximum extent feasible;
xi) Plant shade trees in or near
construction projects where
feasible; and
xii) Solicit bids that include concepts
listed above.
e) Measures that encourage transit use,
carpooling, bike -share and car- share
programs, active transportation, and
parking strategies, including, but not
limited to the following:
i) Promote transit-active
transportation coordinated
strategies;
ii) Increase bicycle carrying capacity
on transit and rail vehicles;
iii) Improve or increase access to
transit;
iv) Increase access to common goods
and services, such as groceries,
schools, and day care;
v) Incorporate affordable housing
into the project;
vi) I ncorporate the neighborhood
electric vehicle network;
vii) Orient the project toward transit,
bicycle and pedestrian facilities;
viii) Improve pedestrian or bicycle
networks, or transit service;
ix) Provide traffic calming measures;
x) Provide bicycle parking;
xi) Limit or eliminate park supply;
xii) Unbundle parking costs;
xiii) Provide parking cash -out
programs;
xiv) Implement or provide access to
commute reduction program;
f) Incorporate bicycle and pedestrian
facilities into project designs, maintaining
these facilities, and providing amen ities
incentivizing their use; and planning for
and building local bicycle projects that
connect with the regional network;

Poplar Avenue Residential Development P age 110 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project g) Improving transit access to rail and bus
routes by incentives for construction of
transit facilities within developments,
and/or providing dedicated shuttle service
to transit stations; and
h) Adopting employer trip reduction measures
to reduce employee trips such as vanpool
and carpool programs, providing end -of-
trip facilities, and telecommuting programs
including but not limited to measures that:
i) Provide car-sharing, bike sharing,
and ride-sharing programs;
ii) Provide transit passes;
iii) Shift single occupancy vehicle
trips to carpooling or vanpooling,
for example providing ride -
matching services;
iv) Provide incentives or subsidies
that inc rease that use of modes
other than single -occupancy
vehicle;
v) Provide on -site amenities at
places of work, such as priority
parking for carpools and vanpools,
secure bike parking, and showers
and locker rooms;
vi) Provide employee transportation
coordinators at employment sites;

vii) Provide a guaranteed ride home
service to users of non -auto
modes.
i) Designate a percentage of parking spaces
for ride-sharing vehicles or high-occupancy
vehicles, and provide adequate passenger
loading and unloading for those vehicles;
j) Land use siting and design measures that
reduce GHG emissions, including:
i) Developing on infill and
brownfields sites;
ii) Building compact and mixed- use
developments near transit;
iii) Retaining on-site mature trees and
vegetation, and planting new
canopy trees;
iv) Measures that increase vehicle
efficiency, encourage use of zero
and low emissions vehicles, or
reduce the carbon content of fuels,
including construction or
encouraging construction of
electric vehicle charging stations
or neighborhood electric vehicle

Poplar Avenue Residential Development P age 111 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project networks, or charging for electric
bicycles; and
v) Measures to reduce GHG
emissions from solid waste
management through encouraging
solid waste recycling and reuse.
k) Consult the SCAG Environmental Justice
Toolbox for potential measures to address
impacts to low -income and/or minority
communities. The measures provided
above are also intended to be applied in
low income and minority communities as
applicable and feasible.

Impact GHG-2
Conflict with
Applicable Plan,
Policy, or
Regulation

See PMM-GHG-1.

No mitigation applies. As stated above, the
Proposed Project would not conflict with an
applicable plan, policy, or regulation for the
purposes of reducing the emissions of GHGs ,
including the 2020-2045 RTP/SCS. Moreover,
the Proposed Project would comply with
applicable water and energy conservat ion
measures under California Title 24 and Green
Building Standards (CALGreen) Codes,
thereby reducing consumption of these
resources and reducing GHG emissions
accordingly. Therefore, no mitigation is
required.

HAZARDS AND HAZARDOUS MATERIALS
Impact HAZ-1
Create
Significant
Hazard through
Routine
Transport, Use,
or Disposal of
Hazardous
Materials

PMM-HAZ-1: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects
related to the routine transport, use, or disposal of
hazardous materials, as applicable and feasible.

Such measures may include the following or other
comparable measures identified by the Lead
Agency:
a) Where the construction or operation of
projects involves the transport of
hazardous material, provide a written plan
of proposed routes of travel demonstrating
use of roadways designated for the
transport of such materials.
b) Specify Project requirements for interim
storage and disposal of hazardous
materials during construction and
operation. Storage and disposal strategies
must be consistent with applicable federal,
state, and local statutes and regulations.

Specify the appropriate procedures for

No mitigation applies. The Proposed Project
would not result in any release or exposure of
a hazardous substance through routine
transport, use or disposal. The Project Sites
are not identified by the DTSC on any Federal
or State clean up or Superfund lists for
cleanup, permitti ng, or investigation of any
hazardous waste contamination. In compliance
with all applicable regulations, d uring
construction, the diesel fuel used to power
construction equipment would be properly
sealed in tanks and would be transported to the
Project Site by truck. Other hazardous
materials that would be used on-site during the
Proposed Project’s construction phase such as
solvents, architectural coatings, and
equipment lubricants, would comply with State
Health Codes and Regulations. During
operation, no hazardous materials beyond
what is typically used in a household setting for
routine cleaning and maintenance would be
used once the Proposed Project is occupied.

As a result, the Proposed Project would not

Poplar Avenue Residential Development P age 112 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project interim storage and disposal of hazardous
materials, anticipated to be required in
support of operations and maintenance
activities, in conformance with applicable
federal, state, and local statutes and
regulations, in the business plan for
projects as applicable and appropriate.
c) Submit a Hazardous Materials
Business/Operations Plan for review and
approval by the appropriate local agency.

Once approved, keep the plan on file with
the Lead Agency (or other appropriate
government agency) and update, as
applicable. The purpose of the Hazardous
Materials Business/Operations Plan is to
ensure that employees are adequately
trained to handle the materials and
provides information to the local fire
protection agency should emergency
response be required. The Hazardous
Materials Business/Operations Plan
should include the following:
• The types of hazardous materials or
chemicals stored and/or used on -
site, such as petroleum fuel
products, lubricants, solvents, and
cleaning fluids.
• The location of such hazardous
materials.
• An emergency response plan
including employee training
information.
• A plan that describes the way these
materials are handled, transported
and disposed.
d) Follow manufacturer’s recommendations
on use, storage, and disposal of chemical
products used in construction.
e) Avoid overtopping construction equipment
fuel gas tanks.
f) Properly contain and remove grease and
oils during routine maintenance of
construction equipment.
g) Properly dispose of discarded containers
of fuels and other chemicals.
h) Prior to shipment remove the most volatile
elements, including flammable natural gas
liquids, as feasible.
i) Identify and implement more stringent tank
car safety standards.
result in any release or exposure of a
hazardous substance.

Due to the age of the existing buildings on-site,
lead based paint (LBP) and/or asbestos
containing materials (ACMs) may be present
and could be released during the demolition
phase. The Proposed Project would comply
with the regulatory requirements discussed
under Impact HAZ -4, below, which include
compliance with SCAQMD Rule 1403 and the
US Department of Housing and Urban
Development (HUD) and 2010 Toxic
Substances Control Act (TSCA) Renovation,
Repair and Painting Rule (RRP) in pre-1978
target housing and child -occupied facilities.

Therefore, no mitigation is required.

Poplar Avenue Residential Development P age 113 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project j) Improve rail transportation route analysis,
and modification of routes based on that
analysis.
k) Use the best available inspection
equipment and protocols and implement
positive train control.
l) Reduce train car speeds to 40 miles per
hour when passing through urbanized
areas of any size.
m) Limit storage of crude oil tank cars in
urbanized areas of any size and provide
appropriate security in storage yards for all
shipments.
n) Notify in advance county and city
emergency operations offices of all crude
oil shipments, including a contact number
that can provide real -time information in
the event of an oil train derailment or
accident.
o) Report quarterly hazardous commodity
flow information, including classification
and characterization of materials being
transported, to all first response agencies
(49 Code Fed. Regs. 15.5) along the
mainline rail routes used by trains carrying
crude oil identified.
p) Fund training and outfitting emergency
response crews that includes the cost of
backfilling personnel while in training.
q) Undertake annual emergency responses
scenario/field based training including
Emergency Operations Center Training
activations with local emergency response
agencies.

Impact HAZ-2
Create a
Significant
Hazards
Through
Reasonably
Foreseeable
Upset and
Accident
Conditions,
Hazardous
Emissions or
Materials into
Environment

See PMM-HAZ-1.

PMM-HAZ-2: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce hazards related to the
reasonably foreseeable upsets and accidents
involving the release of hazardous materials, as
applicable and feasible. Such measures may
include the f ollowing or other comparable
measures identified by the Lead Agency:

Require implementation of safety standards
regarding transport of hazardous materials,
including but not limited to the following:

No mitigation required. The Proposed
Project would not result in any release or
exposure of a hazardous substance. The
Project Sites are not identified by the DTSC on
any Federal or State clean up or Superfund
lists for cleanup, permitting, or investigation of
any hazardous waste contamination . During
construction, the diesel fuel used to power
construction equipment would be properly
sealed in tanks and would be transported to the
Project Site by truck. Other hazard ous
materials that would be used on-site during the
Proposed Project’s construction phase such as
solvents, architectural coatings, and
equipment lubricants, would comply with State
Health Codes and Regulations. During
operation, no hazardous materials beyond

Poplar Avenue Residential Development P age 114 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project a) Removal of the most volatile elements,
including flam mable natural gas liquids,
prior to shipment;
b) More stringent tank car safety standards;
c) Improved rail transportation route analysis,
and modification of routes based on that
analysis;
d) Utilization of the best available inspection
equipment and protocols, and
implementation of positive train control;
e) Reduced train car speeds to 40 miles per
hour when passing through urbanized
areas of any size;
f) Limitations on storage of hazardous
materials tank cars in urbanized areas of
any size and provide appropriate security
in storage yards for all shipments;
g) Advance notification to county and city
emergency operations offices of all crude
oil and hazardous materials shipments,
including a contact number that can
provide real-time information in the event
of an oil train derailment or accident;
h) Quarterly hazardous commodity flow
information, including classification and
characterization of materials being
transported, to all first response agencies
(49 Code Fed. Regs. 15.5) along the
mainline rail routes used by trains carrying
hazardous materials.
what is typically used in a household setting for
routine cleaning and maintenance would be
used once the Proposed Project is occupied.

Furthermore, the Phase I ESAs prepared for
both Project Sites (Appendix B.1 and B.2 of this
SCPE) also revealed no evidence of known
RECs in connection with both Project Sites,
and no mitigation measures or further
investigatory actions are recommended for the
Project Sites.

As a result, the Proposed Project would not
result in any unforeseeable or accidental
release or exposure of a hazardous substance.

Impact HAZ-3
Emit Hazardous
Emissions,
Handle
Hazardous or
Acutely
Hazardous
Materials,
Substances,
Waste within
One-quarter
Mile of Existing
or Proposed
School

See PMM-HAZ-1 and PMM-HAZ-2.

PMM-HAZ-3: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects
related to the release of hazardous materials within
one-quarter mile of schools, as applicable and
feasible. Such measures may include the following
or other comparable measures identified by the
Lead Agency:
a) Where the construction and operation of
projects involves the transport of
hazardous materials, avoid transport of
such materials within one -quarter mile of
schools, when school is in session,
wherever feasible.
b) Where it is not feasible to avoid transport
of hazardous materials, within one-quarter
mile of schools on local streets, provide

No mitigation required. The Proposed Project
would not result in any hazardous impacts to
an existing or proposed school. The closest
schools to the Project Sites is Fremont
Elementary School, located 0.75 miles to the
northwest.

The Project Sites are not identified by the
DTSC on any Federal or State clean up or
Superfund lists for cleanup, permitting, or
investigation of any hazardous waste
contamination. During construction, t he diesel
fuel used to power construction equipment
would be properly sealed in tanks and would be
transported to the Project Site by truck. Other
hazardous materials that would be used on-site
during the Proposed Project’s construction
phase such as solvents, architectural coatings,
and equipment lubricants, would comply with
State Health Codes and Regulations. The
transport of these materials is regulated by the

Poplar Avenue Residential Development P age 115 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Department of Transportation under the
Hazardous Materials Transportation Act.

During operation, no hazardous materials
beyond what is typically used in a household
setting for routine cleaning and maintenance
would be used once the Proposed Project is
occupied. As a result, the Proposed Project
would not result in any release or exp osure of
a hazardous substance within ¼- mile of an
existing or proposed school.

Impact HAZ-4
Located on Site
Included on List
of Hazardous
Materials Sites
Pursuant to
Government
Code Section
65962.5

PMM-HAZ-4: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects
related to projects that are located on a site which
is included on the Cortese List, as applicable and
feasible. Such measures may include the following
or other comparable measures identified by the
Lead Agency:
a) For any listed sites or sites that have the
potential for residual hazardous materials
as a result of historic land uses, complete
a Phase I Environmental Site Assessment,
including a review and consideration of
data from all known databases of
contaminated sites, during the process of
planning, environmental clearance, and
construction for projects.
b) Where warranted due to the known
presence of contaminated materials,
submit to the appropriate agency
responsible for hazardous
materials/wastes oversight a Phase II
Environmental Site Assessment report if
warranted by a Phase I report for t he
project site. The reports should make
recommendations for remedial action, if
appropriate, and be signed by a Registered
Environmental Assessor, Professional
Geologist, or Professional Engineer.
c) Implement the recommendations provided
in the Phase II Environmental Site
Assessment report, where such a report
was determined to be necessary for the
construction or operation of the project, for
remedial action.
d) Submit a copy of all applicable
documentation required by local, state, and
federal environmental regulatory agencies,
including but not limited to: permit

No mitigation required. As mentione d
previously, a search of the California
Department of Toxic Substances Control’s
EnviroStor database indicates that the Project
Sites are not identified by the DTSC on any
Federal or State clean up or Superfund lists for
cleanup, permitting, or investigation of any
hazardous waste contamination. Additionally,
the Phase I ESAs determined that Project Site
A and Project Site B are not identified in any of
the State or federal databases reviewed, and
that no adjacent properties were subject to a
potential contamination condition suspected of
impacting Project Site A or Project Site B .

Therefore, the Project Site is not located on a
site that the DTSC and the Secretary of the
Environmental Protection have identified as
being affected by hazardous wastes or clean-
up problems, including any list compiled
pursuant to Government Code Section
65932.5.

Due to the age of the existing buildings on-site,
lead based paint (LBP) and/or asbestos
containing materials (ACMs) may be present
and could be released during the demolition
phase. The Proposed Project would comply
with the following regulatory requirements ,
which are consistent with the SCAG EIR
mitigation measures as they are capable of
avoiding or reducing the significant effects
related to a project placed on a hazardous
materials site, that are in the jurisdiction and
responsibility of regulatory agencies, other
public agencies and/or Lead Agencies:

• Hazardous Materials (Asbestos-Containing
Materials and Lead-Based Paint):
o Disturbance of any ACM material would
be handled in accordance with

Poplar Avenue Residential Development P age 116 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project applications, Phase I and II Environmental
Site Assessments, human health and
ecological risk assessments, remedial
action plans, risk management plans, soil
management plans, and groundwater
management plans.
e) Conduct soil sampling and chemical
analyses of samples, consistent with the
protocols established by the U.S. EPA to
determine the extent of potential
contamination beneath all underground
storage tanks (USTs), elevator shafts,
clarifiers, and subsurface hydraulic lifts
when on -site demolition or construction
activities would potentially affect a
particular development or building.
f) Consult with the appropriate local, state,
and federal environmental regulatory
agencies to ensure sufficient minimization
of risk to human health and environmental
resources, both during and after
construction, posed by soil contamination,
groundwater contamination, or other
surface hazards including, but not limited
to, underground storage tanks, fuel
distribution lines, waste pits and sumps.
g) Obtain and submit written evidence of
approval for any remedial action if required
by a local, state, or federal environmental
regulatory agency.
h) Cease work if soil, groundwater, or other
environmental medium wi th suspected
contamination is encountered
unexpectedly during construction activities
(e.g., identified by odor or visual staining,
or if any underground storage tanks,
abandoned drums, or other hazardous
materials or wastes are encountered), in
the vicinity of the suspect material. Secure
the area as necessary and take all
appropriate measures to protect human
health and the environment, including but
not limited to, notification of regulatory
agencies and identification of the nature
and extent of contamination. Stop work in
the areas affected until the measures have
been implemented consistent with the
guidance of the appropriate regulatory
oversight authority.
i) Soil generated by construction activities
should be stockpiled on -site in a secure
and safe manner. All contaminated soils
applicable local and state regulations
(which include SCAQMD Rule 1403 and
Cal/OSHA Asbestos Construction
Standard Title 8 CCR 1529).
o Disturbance of any LBP materials would
be handled in accordance with the
California Department of Public Health
regulations in residential or public
buildings and the US Department of
Housing and Urban Development (HUD)
and 2010 Toxic Substances Control Act
(TSCA) Renovation, Repair and Painting
Rule (RRP) i n pre -1978 target housing
and child- occupied facilities. DOSH or
Cal/OSHA requirements must also be
followed where employees may be
occupationally exposed to lead.

Compliance with the above -listed regulatory
compliance measure substantially conforms to
this Mitigation Measure, and would reduce any
potentially significant impacts.

Poplar Avenue Residential Development P age 117 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project determined to be hazardous or non -
hazardous waste must be adequately
profiled (sampled) prior to acceptable
reuse or disposal at an appropriate off-site
facility. Complete sampling and handling
and transport procedures for reuse or
disposal, in accordance with applicable
local, state and federal laws and policies.
j) Groundwater pumped from the subsurface
should be contained on -site in a secure
and safe manner, prior to treatment and
disposal, to ensure environmental and
health issues are resolved pursuant to
applicable laws and policies. Utilize
engineering controls, which include
impermeable barriers to prohibit
groundwater and vapor intrusion into the
building.
k) As needed and appropriate, prior to
issuance of any demolition, gra ding, or
building permit, submit for review and
approval by the Lead Agency (or other
appropriate government agency) written
verification that the appropriate federal,
state and/or local oversight authorities,
including but not limited to the Regional
Water Quality Control Board (RWQCB),
have granted all required clearances and
confirmed that the all applicable standards,
regulations, and conditions have been met
for previous contamination at the site.
l) Develop, train, and implement appropriate
worker aware ness and protective
measures to assure that worker and public
exposure is minimized to an acceptable
level and to prevent any further
environmental contamination as a result of
construction.
m) If asbestos-containing materials (ACM) are
found to be present in building materials to
be removed, submit specifications signed
by a certified asbestos consultant for the
removal, encapsulation, or enclosure of the
identified ACM in accordance with all
applicable laws and regulations, including
but not necessarily lim ited to: California
Code of Regulations, Title 8; Business and
Professions Code; Division 3; California
Health and Safety Code Section 25915 -
25919.7; and other local regulations.
n) Where projects include the demolitions or
modification of buildings constructed prior

Poplar Avenue Residential Development P age 118 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project to 1978, complete an assessment for the
potential presence or lack thereof of ACM,
lead based paint, and any other building
materials or stored materials classified as
hazardous waste by state or federal law.
o) Where the remediation of lead-based paint
has been determined to be required,
provide specifications to the appropriate
agency, signed by a certified Lead
Supervisor, Project Monitor, or Project
Designer for the stabilizat ion and/or
removal of the identified lead paint in
accordance with all applicable laws and
regulations, including but not necessarily
limited to: California Occupational Safety
and Health Administration’s (Cal OSHA’s)
Construction Lead Standard, Title 8
California Code of Regulations (CCR)
Section 1532.1 and Department of Health
Services (DHS) Regulation 17 CCR
Sections 35001 –36100, as may be
amended. If other materials classified as
hazardous waste by state or federal law
are present, the project sponsor should
submit written confirmation to the
appropriate local agency that all state and
federal laws and regulations should be
followed when profiling, handling, treating,
transporting, and/or disposing of such
materials.

Impact HAZ-5
Result in Safety
Hazard or
Excessive
Noise within an
Airport Land
Use Plan or
Within 2 Miles
of an Airport

See PMM-NOISE-1.

No mitigation applies. The Project Sites are
not located within two miles of a public
airport. The closest airport to the Project Sites
is the San Gabriel Valley Airport, located seven
miles to the north in the City of El Monte. The
Project Sites are not located within the Runway
Protection Zone (RPZ) for the San Gabriel
Valley Airport. As a result, the Proposed
Project would not present a safety hazard or
noise hazard related to aircraft or airport
operations at a public use airport to people
residing in the project area. No mitig ation is
required.

Impact HAZ-6
Impair or
Interfere with
Adopted
Emergency
Response Plan
or Emergency
Evacuation Plan

See PMM-HAZ-1 through PMM-HAZ-4 and PMM-
TRA-2.

PMM-HAZ-5: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation

No mitigation applies. The Project Sites are
not located along a designated disaster route
or an adopted emergency response or

Poplar Avenue Residential Development P age 119 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project measures to reduce substantial adverse effects
which may impair implementation of or phy sically
interfere with an adopted emergency response plan
or emergency evacuation plan, as applicable and
feasible. Such measures may include the following
or other comparable measures identified by the
Lead Agency:
a) Continue to coordinate locally and
regionally based on ongoing review and
integration of projected transportation and
circulation conditions.
b) Develop new methods of conveying
projected and real time information to
citizens using emerging electronic
communication t ools including social
media and cellular networks;
c) Continue to evaluate lifeline routes for
movement of emergency supplies and
evacuation.
evacuation plan by the City or the County. 37
Therefore, none of the Mitigation Measures
that pertain to emergency response plans or
evacuation plans are applicable to the
Proposed Project. No mitigation is required.

Impact HAZ-7
Exposure to
Significant
Risk of Loss,
Injury or Death
Involving
Wildland Fires

See PMM-WF-1.

No mitigation applies. The Project Sites are
improved with residential dwelling units and are
located in an urbanized area of the City.

According to the City’s Hazard Mitigation Plan,
the City of Montebello is not located within a
designated very high fire hazard severity zone.

Accordingly, no impacts pertaining to wildfire
are anticipated, and no mitigation is required.

HYDROLOGY AND WATER QUALITY
Impact HYD-1
Violate Water
Quality
Standards or
Waste
Discharge
Requirements,
Degrade
Surface or
Groundwater
Quality

PMM-HYD-1: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects
from violation of any water quality stand ards or
waste discharge requirements or otherwise
substantially degrade surface or groundwater
quality, as applicable and feasible. Such measures
may include the following or other comparable
measures identified by the Lead Agency:
a) Complete, and have approved, a
Stormwater Pollution Prevention Plan
(SWPPP) prior to initiation of construction.

b) Implement Best Management Practices to
reduce the peak stormwater runoff from the
project site to the maximum extent
practicable.

No mitigation applies. The Proposed Project
is subject to the following regulatory
compliance measures, which are equal to or
more effective in avoiding or reducing the
potential impacts on water quality o r related
waste discharge requirements that are within
the jurisdiction and authority of the Regional
Water Quality Control Boards and other
regulatory agencies:

37 Los Angeles County, Department of Public Works, Disaster Route Maps (by City), Montebello, https://dpw.lacounty.gov/dsg/DisasterRoutes/map/Montebello.pdf.

Poplar Avenue Residential Development P age 120 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project c) Comply with the Caltrans storm water
discharge permit as applicable; and
identify and implement Best Management
Practices to manage site erosion, wash
water runoff, and spill control.
d) Complete, and have approved, a Standard
Urban Stormwater Management Plan, prior
to occupancy of residential or commercial
structures.
e) Ensure adequate capacity of the
surrounding stormwater system to support
stormwater runoff from new or rehabilitated
structures or buildings.
f) Prior to construction within an area subject
to Section 404 of the Clean Water Act,
obtain all required permit approvals and
certifications for construction within the
vicinity of a watercourse:
g) Where feasible, restore or expand riparian
areas such that there is no net loss of
impervious surface as a result of the
project.
h) Install structural water quality control
features, such as drainage channels,
detention basins, oil and grease traps, filter
systems, and vegetated buffers to prevent
pollution of adjacent water resources by
polluted runoff where required by
applicable urban storm water runoff
discharge permits, on new facilities.
i) Provide operational best management
practices for street cleaning, litter control,
and catch basin cleaning are implemented
to prevent water quality degradation in
compliance with applicable storm water
runoff discharge permits; and ensure
treatment controls are in place as early as
possible, such as during the acquisition
process for rights- of-way, not just later
during the facilities design and construction
phase.
j) Comply with applicable municipal separate
storm sewer system discharge permits as
well as Caltrans’ storm water discharge
permit including long -term sediment
control and drainage of roadway runoff.
k) Incorporate as appropriate treatment and
control features such as detention basins,
infiltration strips, and porous paving, other
features to control surface runoff and
facilitate groundwater recharge into the
design of new transportation projects early
o Any person engaged in a construction
activity requiring a general construction
activity storm water NPDES permit shall
retain at the construction site the following
documents: a copy of the notice of intent
to comply with terms of the general permit
to discharge water associated with
construction activity; a waste discharge
identification number issued by the State
Water Resources Control Board; a storm
water pollution prevention plan (SWPPP)
and monitoring program plan for the
construction activity requiring the
construction permit; and records of all
inspections, compliance and non-
compliance reports, evidence of self -
inspection and good housekeeping
practices.

• Hydrology (Storm Water Pollution Prevention
Plan): The storm water pollution prevention
plan (SWPPP) will contain construction best
management practices (BMPs) that will
restrict the discharge of sediment and runoff
into the streets and local storm drains.

• Hydrology (Best Management Practices):

The Proposed Project must comply with
Section 8.36.110 – Control of Pollutants from
New Developments/Redevelopment Projects
of the Municipal Code , which require the
design and implementation of post -
construction BMPs to reduce stormwater
pollution. In order to comply with that section
of the Code, the Applicant will be required to
prepare a Low Impact Development (LID)
plan prior to the completion of the Project’s
construction phase. This LID plan will
identify post-construction BMPs that will filter
polluted runoff and will remove contaminants
of concern prior to the discharge or
percolation of runoff. From there, filtered
water will either percolate into the ground, or
may b e discharged off -site via the local
stormwater infrastructure.

Therefore, through compliance with existing
regulatory requirements regarding hydrology
and water quality, no mitigation is required.

Poplar Avenue Residential Development P age 121 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project on in the process to ensure that adequate
acreage and elevation contours are
provided during the right-of-way acquisition
process.
l) Upgrade stormwater drainage facilities to
accommodate any increased runoff
volumes. These upgrades may include the
construction of detention basins or
structures that will delay peak flows and
reduce flow velocities, including expansion
and restoration of wetlands and riparian
buffer areas. System designs shall be
completed to eliminate increases in peak
flow rates from current levels.
m) Encourage Low Impact Development (LID)
and incorporation of natural spaces that
reduce, treat, infiltrate and manage
stormwater runoff flows in all new
developments, where practical and
feasible.

Impact HYD-2
Decrease
Groundwater
Supplies,
Interfere with
Groundwater
Recharge

PMM-HYD-2: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects
from violation of any water quality standards or
waste discharge requirements or otherwise
substantially degrade surface or groundwater
quality, as applicable and feasible. Such measures
may include the following or other comparable
measures identified by the Lead Agency:
a) Avoid designs that require continual
dewatering where feasible.

For projects requiring continual dewatering
facilities, implement monitoring systems and long -
term administrative procedures to ensure proper
water management that prevents de grading of
surface water and minimizes adverse impacts on
groundwater for the life of the project, Construction
designs shall comply with appropriate building
codes and standard practices including the Uniform
Building Code.
a) Maximize, where practical and f easible,
permeable surface area in existing
urbanized areas to protect water quality,
reduce flooding, allow for groundwater
recharge, and preserve wildlife habitat.

Minimize new impervious surfaces,
including the use of in-lieu fees and off-site
mitigation.

No mitigation applies. The Proposed Project
is subject to the following standard regulatory
practices, which are capable of avoiding or
reducing the potential impacts to groundwater
resources that are within the jurisdiction and
authority of the State Water Resources Control
Board, Regional Water Quality Control Boards,
Water Districts, and other groundwater
management agencies:

• Hydrology (National Pollutant Discharge
Elimination System General Permit): No
person shall be granted a grading permit or
shall commence or continue any construction
activity that is subject to a general
construction activity storm water National
Pollutant Discharge Elimination System
(NPDES) permit without showing proof of
having applied for such permit.
o Any person engaged in a construction
activity requiring a general construction
activity storm water NPDES permit shall
retain at the construction site the following
documents: a copy of the notice of intent
to comply with terms of the general permit
to discharge water associated with
construction activity; a waste discharge
identification number issued by the State
Water Resources Control Board; a storm
water pollution prevention plan (SWPPP)
and monitoring program plan for the

Poplar Avenue Residential Development P age 122 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project b) Avoid construction and siting on
groundwater recharge areas, to prevent
conversion of those areas to impervious
surface.
c) Reduce hardscape to the extent feasible to
facilitate groundwater recharge as
appropriate.
construction activity requiring the
construction permit; and records of all
inspections, compliance and non-
compliance reports, evidence of self -
inspection and good housekeeping
practices.

• Hydrology (Best Management Practices):

The Proposed Project must comply with
Section 8.36.110 – Control of Pollutants from
New Developments/Redevelopment Projects
of the Municipal Code , which require the
design and implementation of post -
construction BMPs to reduce stormwater
pollution. In order to comply with that section
of the Code, the Applicant will be required to
prepare a Low Impact Development (LID)
plan prior to the completion of the Project’s
construction phase. This LID plan will
identify post-construction BMPs that will filter
polluted runoff and will remove contaminants
of concern prior to the discharge or
percolation of runoff. From there, filtered
water will either percolate into the ground, or
may be discharged off -site via the local
stormwater infrastructure.

Therefore, through compliance with existing
regulatory requirements regarding hydrology
and water quality, no mitigation is required.

Impact HYD-3a
Alter Drainage,
Result in
Substantial
Erosion or
Siltation On- or
Off-Site

Impact HYD-3b
Alter Drainage,
Increase Rate or
Amount of
Flooding On- or
Off-Site

Impact HYD-3c

See PMM-HYD-1 and PMM-HY-2.

No mitigation required. The Proposed Project
would be subject to the regulatory compliance
measures listed under Impact HYD -1 and
HYD-2, above. The Proposed Project shall
comply with NPDES requirements, the LID
regulations and implement BMPs during the
construction and operation of the Proposed
Project. Therefore, implementation of the
above regulatory compliance measures would
ensure the Proposed Project would not result
in substantial erosion or siltation, contribute to
polluted runoff, or increase flooding on or off-
site. No mitigation is required.

Poplar Avenue Residential Development P age 123 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project Alter Drainage,
Create or
Contribute
Runoff Water,
Provide
Additional
Polluted Runoff
Impact HYD-4
In Flood Hazard,
Tsunami, or
Seiche Zones,
Risk Release of
Pollutants Due
to Project
Inundation

PMM-HYD-4: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures capable of avoiding or reducing the
potential impacts of locating structures that would
impede or redirect flood flows, as applicable and
feasible. Such measures may include the following
or other comparable measures identified by the
Lead Agency:
a) Ensure that all roadbeds for new highway
and rail facilities be elevated at least one
foot above the 100 -year base flood
elevation. Since alluvial fan flooding is not
often identified on FEMA flood maps, the
risk of alluvial fan flooding should be
evaluated and projects should be sited to
avoid alluvial fan flooding. Delineation of
floodplains and alluvial fan boundaries
should attempt to account for future
hydrologic changes caused by global
climate change.

No mitigation applies T he Project Sites are
not located within a designated flood zone ,
according to the Federal Emergency
Management Agency (FEMA) flood insurance
rate map. Accordingly, no mitigation regarding
flood hazards is required.

Impact HYD-5
Conflict with
Water Quality
Control Plan or
Sustainable
Groundwater
Management
Plan

See PMM-HY-2.

No mitigation required. The Proposed Project
would be subject to the regulatory compliance
measures listed under Impact HYD -1 and
HYD-2, above. The City of Montebello is not
located within a high or medium priority basin,
38 and therefore, not subject to a groundwater
management plan. The Proposed Project shall
comply with NPDES requirements, the LID
regulations and implement a SWPPP and
BMPs during the construction and operation of
the Proposed Project. Therefore, the Proposed
Project would not conflict with a water quality
control plan. No mitigation is required.

38 California State Water Resources Control Board. California Sustainable Groundwater Management Act Unmanaged Areas.
https://gispublic.waterboards.ca.gov/portal/home/webmap/viewer.html?webmap=33be434cc60740d095f296c5d 2432897.

Poplar Avenue Residential Development P age 124 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

LAND USE AND PLANNING
Impact LU-1
Physically
Divide
Established
Community

PMM-LU-1: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects
that physically divide a community, as ap plicable
and feasible. Such measures may include the
following or other comparable measures identified
by the Lead Agency:
a) Facilitate good design for land use projects
that build upon and improve existing
circulation patterns
b) Encourage implementing agenci es to
orient transportation projects to minimize
impacts on existing communities by:
• Selecting alignments within or
adjacent to existing public rights of
way.
• Design sections above or below -
grade to maintain viable vehicular,
cycling, and pedestrian connections
between portions of communities
where existing connections are
disrupted by the transportation
project.
• Wherever feasible incorporate direct
crossings, overcrossings, or under
crossings at regular intervals for
multiple modes of travel (e.g.,
pedestrians, bicyclists, vehicles).
c) Where it has been determined that it is
infeasible to avoid creating a barrier in an
established community, consider other
measures to reduce impacts, including but
not limited to:
• Alignment shifts to minimize the
area affected.
• Reduction of the proposed right-of-
way take to minimize the overall
area of impact.
• Provisions for bicycle, pedestrian,
and vehicle access across
improved roadways.

No mitigation applies. The Proposed Project
does not physically divide a community as the
Project does not propose a new right -of-way
alignment or street vacation. The Proposed
Project would increase the net number of
residential dwelling units on two Project Sites
that are currently developed with residential
dwelling units. Accordingly, no mitigation
regarding physical division of an established
community is required.

Impact LU-2
Conflict with
Applicable Land
Use Plan,
Policy, or
Regulation

PMM-LU-2: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects
that physically divide a community, as applicable

No mitigation applies. The Proposed Project
would not conflict with local and regional plans
applicable to the Project Site. As set forth in
Sections 2.0 and 3.0 of this SCPE, the
Proposed Project is consistent with the
statutory criteria for a TPP seeking to utilize

Poplar Avenue Residential Development P age 125 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project and feasible. Such measures may include the
following or other comparable measures identified
by the Lead Agency:
a) When an inconsistency with the adopted
general plan policy or land use regulation
(adopted for the purpose of avoiding or
mitigating an impact) is identified modify
the transportation or land use project to
eliminate the conflict; or, determine if the
environmental, social, economic, and
engineering benefits of the project warrant
an amendment to the general plan or land
use regulation.
and SCPE and is also consistent with the goals
and principles of the 2020-2045 RTP/SCS. In
addition, the Proposed Project would be
consistent with the General Plan’s policy of
provide varying housing types and
opportunities for a variety of living needs in the
City. The Proposed Project would also be
consistent with the Housing Element policies
such as including affordable housing. T hese
units would be constructed in proximity to
nearby public transportation routes and other
community facilities, and the Proposed Project
would be mixed-income projects with a variety
of affordability levels, both market -rate and
affordable to lower-
income households.

Therefore, the Proposed Project is consistent
with the General Plan Land Use and Housing
Elements, underlying zone designation, and is
not seeking a General Plan amendment or
zone change. Additionally, the Proposed
Project already substantially complies with this
Mitigation Measure because it is a multi-family
residential project in a HQTA and would
comply with the app licable provisions of the
Montebello Municipal Code.

MINERAL RESOURCES
Impact MIN-1
Loss of
Availability of a
Known Mineral
Resource of
Value to the
Region and
Residents of the
State

PMM-MIN-1: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce the use of mineral resources
that could be of value to the region, as applicable
and feasible. Such measures may include the
following or other comparable measures identified
by the Lead Agency:
a) Provide for the efficient use of known
aggregate and mineral resources or locally
important mineral resource recovery sites,
by ensuring that the consumptive use of
aggregate resources is minimized and that
access to recoverable sources of
aggregate is not precluded, as a result of
construction, operation and maintenance
of projects.

No mitigation applies . The Project Sites are
not located in a Significant Mineral Aggregate
Resource Area (SMARA) identified by the
California State Department of Conservation ,
nor are they located in an area with active
mineral extraction activities.
39 As indicated
previously, both Project Sites are currently
occupied by existing residential units. There are
no existing resource extraction activities
occurring within either of the Project Sites. A
review of the California Geologic Energy
Management Division (CalGEM) online
mapping application Well Finder indicates that
there are no oil wells located within the Project
Sites.
40 Furthermore, no rare minerals or
building materials would be used in the
Proposed Project’s construction. Therefore, the
development of the Proposed Project would not

39 California Department of Conservation, SMARA Mineral Land Classification, MCL Maps and Reports, https://maps.conservation.ca.gov/cgs/informationwarehouse/mlc/. 40 California Department of Conservation, Geologic Energy Management Division, Oil Well Finder, https://maps.conservation.ca.gov/doggr/wellfinder/.

Poplar Avenue Residential Development P age 126 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project b) Where avoidance is infeasible, minimize
impacts to the efficient and effective use of
recoverable sources of aggregate through
measures that have been identified in
county and city general plans, or other
comparable measures such as:
1) Recycle and reuse building
materials resulting from demolition,
particularly aggregate resources, to
the maximum extent practicable.
2) Identify and use building materials,
particularly aggregate materials,
resulting from demolition at other
construction sites in the SCAG
region, or within a reasonable
hauling distance of the project site.
3) Design transportation network
improvements in a manner (such as
buffer zones or the use of
screening) that does not preclude
adjacent or nearby extraction of
known mineral and aggregate
resources following completion of
the improvement and during long -
term operations.
4) Avoid or reduce impacts on known
aggregate and mineral resources
and mineral resource recovery
sites through the evaluation and
selection of project sites and design
features (e.g., buffers) that
minimize impacts on land suitabl e
for aggregate and mineral resource
extraction by maintaining portions
of MRZ-2 areas in open space or
other general plan land use
categories and zoning that allow for
mining of mineral resources.
result in the loss of availability of a known
mineral resource, and no mitigation is required.

Impact MIN-2
Loss of
Availability of
Important
Mineral
Resource
Recovery Site

See PMM-MIN-1.

No mitigation applies . The Project Sites are
not located in a SMARA identified by the
California State Department of Conservation ,
nor are they located in an area with active
mineral extraction activities.
41 B oth Project
Sites are currently occupied by existing
residential units. There are no existing resource
extraction activities occurring within either of the
Project Sites. A review of the CalGEM online
mapping application Well Finder indicates that

41 California Department of Conservation, SMARA Mineral Land Classification, MCL Maps and Reports, https://maps.conservation.ca.gov/cgs/informationwarehouse/mlc/.

Poplar Avenue Residential Development P age 127 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project there are no oil wells located within the Project
Sites.42 Furthermore, no rare minerals or
building materials would be used in the
Proposed Project’s construction. Therefore, the
development of the Proposed Project would not
result in the loss of availability of a known
mineral resource, and no mitigation is required.

NOISE
Impact NOISE-1
Generate
Substantial
Temporary or
Permanent
Increase in
Ambient Noise
in Excess of
Standards

PMM-NOISE-1: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects
that physically divide a community, as applicable
and feasible. Such measures may include the
following or other comparable measures identified
by the Lead Agency:
a) Install temporary noise barriers during
construction.
b) Include permanent noise barriers and
sound-attenuating features as part of the
project design. Barriers could be in the
form of outdoor barriers, sound walls,
buildings, or earth berms to attenuate
noise at adjacent sensitive uses.
c) Schedule construction activities consistent
with the allowable hours pursuant to
applicable general plan noise element or
noise ordinance
d) Post procedures and phone numbers at
the construction site for notifying the Lead
Agency staff, local Police Department, and
construction contractor (during regular
construction hours and off -hours), along
with permitted construction days and
hours, complaint procedures, and who to
notify in the event of a problem.
e) Notify neighbors and occupants within 300
feet of the project construction area at least
30 days in advance of anticipated times
when noise levels are expected to exceed
limits established in the noise element of
the general plan or noise ordinance.
f) Designate an on- site construction
complaint and enforcement manager for
the project.
g) Ensure that construction equipment are
properly maintained per manufacturers’

Relevant portions of this Mitigation
Measure would be implemented. In addition
to complying with the City’s time limitations on
construction noise (i.e., a prohibition of n oise
sources associated with construction,
demolition, grading, repair or remodeling of any
real property other than between the hours of
7:00 a.m. and 8:00 p.m. on weekdays (Monday
through Friday), and 9:00 a.m. to 6:00 p.m. on
Saturdays, Sundays and legal holidays, except
in the case of an emergency ), the Proposed
Project would implement the following relevant
portions of PMM-NOISE-1, which the City has
determined would be applicable to the
Proposed Project’s construction activities, and
which would be identified as conditions of
approval for the Proposed Project:

Noise Mitigation Measure No.1
• Install temporary noise barriers during
construction.
• Post procedures and phone numbers at the
construction site for notifying the Lead
Agency staff, local Police Department, and
construction contractor (during regular
construction hours and off- hours), along
with permitted construction days and
hours, complaint procedures, and who to
notify in the event of a problem.
• Notify neighbors and occupants within 300
feet of the project construction area at least
30 days in advance of anticipated times
when noise levels are expected to exceed
limits established in the noise element of
the general plan or noise ordinance.
• Designate an on -site construction
complaint and enforcement manager for
the project.

42 California Department of Conservation, Geologic Energy Management Division, Oil Well Finder, https://maps.conservation.ca.gov/doggr/wellfinder/.

Poplar Avenue Residential Development P age 128 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project specifications and fitted with the best
available noise suppression devices (e.g.,
improved mufflers, equipment redesign,
use of intake silencers, ducts, engine
enclosures, and acoustically attenuating
shields or shrouds silencers, wraps). All
intake and exhaust ports on power
equipment shall be muffled or shielded.
h) Use hydraulically or electrically powered
tools (e.g., jack hammers, pavement
breakers, and rock drills) for project
construction to avoid noise associated with
compressed air exhaust from
pneumatically powered tools. However,
where use of pneumatic tools is
unavoidable, an exhaust muffler on the
compressed air exhaust should be used;
this muffler can lower noise levels from the
exhaust by up to about 10 dBA. External
jackets on the tools themselves should be
used, if such jackets are commercially
available, and this could achieve a further
reduction of 5 dBA. Quieter procedures
should be used, such as drills rather than
impact equipment, whenever such
procedures are available and consistent
with construction procedures.
i) Where feasible, design projects so t hat
they are depressed below the grade of the
existing noise-sensitive receptor, creating
an effective barrier between the roadway
and sensitive receptors.
j) Where feasible, improve the acoustical
insulation of dwelling units where setbacks
and sound barriers do not provide sufficient
noise reduction.
k) Using rubberized asphalt or “quiet
pavement” to reduce road noise for new
roadway segments, roadways in which
widening or other modifications require re-
pavement, or normal reconstruction of
roadways where re-pavement is planned
l) Projects that require pile driving or other
construction noise above 90 dBA in
proximity to sensitive receptors, should
reduce potential pier drilling, pile driving
and/or other extreme noise generating
construction impacts greater than 90 dBA;
a set of site -specific noise attenuation
measures should be completed under the
supervision of a qualified acoustical
consultant.
• Ensure that construction equipment are
properly maintained per manufacturers’
specifications and fitted with the best
available noise suppression devices (e.g.,
improved mufflers, equipment redesign,
use of intake silencers, ducts, engine
enclosures, and acoustically attenuating
shields or shrouds silencers, wraps). All
intake and exhaust ports on power
equipment shall be muffled or shielded.
• Use hydraulically or electrically powered
tools (e.g., jack hammers, pavement
breakers, and rock drills) for project
construction to avoid noise associated with
compressed air exhaust from
pneumatically powered tools. However,
where use of pneumatic tools is
unavoidable, an exhaust muffler on the
compressed air exhaust should be used;
this muffler can lower noise levels from the
exhaust by up to about 10 dBA. External
jackets on the tools themselves should be
used, if such jackets are commercially
available, and this could achieve a further
reduction of 5 dBA. Quieter procedures
should be used, such as drills rather than
impact equipment, whenever such
procedures are available and consistent
with construction procedures.
• Use equipment and trucks with the best
available noise control techniques (e.g.,
improved mufflers, equipment redesign,
use of intake silencers, ducts, engine
enclosures, and acoustically attenuating
shields or shrouds, wherever feasible) for
project construction.
• Stationary noise sources can and should
be located as far from adjacent sensitive
receptors as possible and they should be
muffled and enclosed within temporary
sheds, incorporate insulation barriers, or
use other measures as determined by the
Lead Agency (or other appropriate
government agency) to provide equivalent
noise reduction.
• Use of portable barriers in the vicinity of
sensitive receptors during construction.
• Monitor the effectiveness of noise
attenuation measures by taking noise
measurements.

Poplar Avenue Residential Development P age 129 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project m) Use land use planning measures, such as
zoning, restrictions on development, site
design, and buffers to ensure tha t future
development is compatible with adjacent
transportation facilities and land uses;
n) Monitor the effectiveness of noise
reduction measures by taking noise
measurements and installing adaptive
mitigation measures to achieve the
standards for ambient n oise levels
established by the noise element of the
general plan or noise ordinance.
o) Use equipment and trucks with the best
available noise control techniques (e.g.,
improved mufflers, equipment redesign,
use of intake silencers, ducts, engine
enclosures, and acoustically attenuating
shields or shrouds, wherever feasible) for
project construction.
p) Stationary noise sources can and should
be located as far from adjacent sensitive
receptors as possible and they should be
muffled and enclosed within temporary
sheds, incorporate insulation barriers, or
use other measures as determined by the
Lead Agency (or other appropriate
government agency) to provide equivalent
noise reduction.
q) Use of portable barriers in the vicinity of
sensitive receptors during construction.
r) Implement noise control at the receivers by
temporarily improving the noise reduction
capability of adjacent buildings (for
instance by the use of sound blankets),
and implement if such measures are
feasible and would noticeably reduce noise
impacts.
s) Monitor the effectiveness of noise
attenuation measures by taking noise
measurements.
t) Maximize the distance between noise -
sensitive land uses and new roadway
lanes, roadways, rail lines, transit centers,
park-and-ride lots, and other new noise -
generating facilities.
u) Construct sound reducing barriers
between noise sources and noise-sensitive
land uses.
v) Stationary noise sources can and should
be located as far from adjacent sensitive
receptors as possible and they should be
muffled and enclosed within t emporary
• Prohibit idling of construction equipment for
extended periods of time in the vicinity of
sensitive receptors.

Poplar Avenue Residential Development P age 130 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project sheds, incorporate insulation barriers, or
use other measures as determined by the
Lead Agency (or other appropriate
government agency) to provide equivalent
noise reduction.
w) Use techniques such as grade separation,
buffer zones, landscaped berms , dense
plantings, sound walls, reduced -noise
paving materials, and traffic calming
measures.
x) Locate transit-related passenger stations,
central maintenance facilities,
decentralized maintenance facilities, and
electric substations away from sensitive
receptors to the maximum extent feasible.
y) Consult the SCAG Environmental Justice
Toolbox for potential measures to address
impacts to low -income and/or minority
communities.

Impact NOISE-2
Generate
Excessive
Groundborne
Vibration or
Groundborne
Noise Levels

See PMM-NOISE-1.

PMM-NOISE-2: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects
related to violating air quality standard s, as
applicable and feasible. Such measures may
include the following or other comparable
measures identified by the Lead Agency:
a) For projects that require pile driving or
other construction techniques that result in
excessive vibration, such as blasting ,
determine the potential vibration impacts to
the structural integrity of the adjacent
buildings within 50 feet of pile driving
locations.
b) For projects that require pile driving or
other construction techniques that result in
excessive vibration, such as blasting,
determine the threshold levels of vibration
and cracking that could damage adjacent
historic or other structure, and design
means and construction methods to not
exceed the thresholds.
c) For projects where pile driving would be
necessary for construction due to
geological conditions, utilize quiet pile
driving techniques such as predrilling the
piles to the maximum feasible depth,
where feasible. Predrilling pile holes will

The Proposed Project would substantially
conform to this Mitigation Measure. As
described above, relevant portions of PMM-
NOI-1 would be implemented for the Proposed
Project, which would minimize construction
activities to the hours permitted and stated in
the MMC, require the use of mufflers and
sound barriers, and prohibit equipment from
idling. Moreover, the Proposed Project would
not involve pile driving, which is known to
contribute to high levels of groundborne
vibration. Therefore, the Proposed Project
would not result in excessive groundborne
vibration with the implementation of the
applicable measures in PMM -NOI-1, and no
mitigation with respect to groundborne
vibration is required.

Poplar Avenue Residential Development P age 131 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project reduce the numb er of blows required to
completely seat the pile and will
concentrate the pile driving activity closer
to the ground where pile driving noise can
be shielded more effectively by a noise
barrier/curtain.
d) Restrict construction activities to permitted
hours in accordance with local jurisdiction
regulation.
e) Properly maintain construction equipment
and outfit construction equipment with the
best available noise suppression devices
(e.g., mufflers, silences, wraps).
f) Prohibit idling of construction equipment
for extended periods of time in the vicinity
of sensitive receptors.

Impact NOISE-3
Expose People
to Excessive
Noise Levels for
Project within
Private Airstrip
or Airport Land
Use Plan or
within Two
Miles of Public
Airport

See PMM-NOISE-1.

No mitigation applies. The Project Sites are
not located within two miles of a public
airport. The closest airport to the Project Sites
is the San Gabriel Valley Airport, located seven
miles to the north in the City of El Monte. The
Project Sites are not located within the Runway
Protection Zone ( RPZ) for the San Gabriel
Valley Airport. As a result, the Proposed
Project w ould n ot present a noise hazard
related to aircraft or airport operations at a
public use airport to people residing in the
project area. No mitigation is required.

POPULATION AND HOUSING
Impact POP-1
Induce
Substantial
Unplanned
Population
Growth in the
Area

PMM-POP-1: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce the displacement of existing
housing, as applicable and feasible. Such
measures may include the following or other
comparable measures identified by the Lead
Agency:
a) Evaluate alternate route alignments and
transportation facilities that minimize the
displacement of homes and businesses.

Use an iterative design and impact
analysis where impacts to homes or
businesses are involved to minimize the
potential of impacts on housing and
displacement of people.

No mitigation applies. The Proposed Project
would consist of the development of new
housing land uses on a site that is currently
occupied by residential dwelling units . The
Proposed Project’s potential growth is
anticipated to be 515 persons, which is based
on the ratio of 3.3 persons per household
identified by the United States Census
Bureau.
43 The number of residents that would
be added is well within SCAG’s growth forecast
of 3,900 residents for the City of Montebello
between 2016 and 2045. Therefore, the
population growth anticipated for the Proposed
Project’s is consistent with the growth
forecasted by the 2020 -
2045 RTP/SCS.

Therefore, none of the suggested measures
are applicable.

43 United States Census Bureau. QuickFacts – Montebello city, California (as of July 1, 2021). https://www.census.gov/quickfacts/montebellocitycalifornia.

Poplar Avenue Residential Development P age 132 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project b) Prioritize the use existing ROWs, wherever
feasible.
c) Develop a construction schedule that
minimizes potential neighborho od
deterioration from protracted waiting
periods between right- of-way acquisition
and construction.
d) Review capacities of available urban
infrastructure and augment capacities as
needed to accommodate demand in
locations where growth is desirable to the
local lead Agency and encouraged by the
SCS (primarily TPAs, where applicable).
e) When General Plans and other local land
use regulations are amended or updated,
use the most recent growth projections and
RHNA allocation plan.

Impact POP-2
Displacement of
People or
Housing,
Necessitating
Construction of
Replacement
Housing
Elsewhere

See PMM-POP-1.

No mitigation applies. The Proposed Project
would consist of the development of new
housing land uses on a site that is currently
occupied by residential dwelling units . The
Proposed Project would replace 43 dwelling
units with 156 new dwelling units that would
increase the housing stock in the area. The
development of the Proposed Project would
not cause a significant displacement of existing
housing that would warrant housing elsewhere,
and therefore, none of the suggested
measures are applicable.

FIRE SERVICES
Impact PSF-1
Adverse
Physical
Impacts
Associated with
New or
Physically
Altered Fire
Protection
Facilities, Need
for New or
Altered Fire
Protection
Facilities

PMM-PSP-1: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects of
constructing new emergency response facilities, as
applicable and feasible. Such measures may
include the following or other comparable
measures identified by the Lead Agency:
1) Coordinate with emergency response
agencies to ensure that there are adequate
governmental facilities to maintain
acceptable service ratios, response times
or other performance objectives for
emergency response services and that any
required additional construction of
buildings is incorporated in to the project
description.
2) Where current levels of services at the
project site are found to be inadequate,

No mitigation applies. The Project Sites and
surrounding area are served by the Montebello
Fire Department , which operates three fire
stations throughout the City . The closest fire
station to the Project Sites is Station 55,
located 0.75 miles to the northwest at 600
North Montebello Boulevard.

The City has determined that the following
regulatory compliance measures are equal to
or more effective than this Mitigation Measure
with respect to avoiding or redu cing the
significant effects from the need for new or
physically altered governmental facilities in
order to maintain acceptable response times
for fire protection and emergency response
services that are within the jurisdiction and
responsibility of fire departments, law
enforcement agencies, and local jurisdictions:

Poplar Avenue Residential Development P age 133 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project provide fair share contributions towards
infrastructure improvements, as
appropriate and applicable, to mitigate
identified CEQA impacts.
3) Project sponsors can and should develop
traffic control plans for individual projects.

Traffic control plans should include
information on lane closures and the
anticipated flow of traffic during the
construction period. The basic objective of
each traffic control plan (TCP) is to permit
the contractor to work within the public right
of way efficiently and effectively while
maintaining a safe, uniform flow of traffic.

The construction work and the public
traveling through the work zone in vehicles,
bicycles or as pedestrians must be given
equal consideration when developing a
traffic control plan.

• Public Services ( Fire): The Proposed
Project will be subject to review and
approval by the Montebello Fire
Department to ensure that safety and fire
prevention measures are incorporated into
the Project. As part of the Project review
process, the Montebello Fire Department
will review the Project and make
recommendations for fire protection
services and fire flow rates. Depending on
the outcome of the review, any required
improvements to the water system (e.g.
additional hydrants) would be provided at
the expense of the Applicant.

With implementation of the above regulatory
measure, existing fire facilities will be capable
of providing acceptable service, and no
mitigation would be required.

POLICE SERVICES
Impact PSP-1
Adverse
Physical
Impacts
Associated with
New or
Physically
Altered Police
Facilities, Need
for New or
Altered Police
Facilities

Traffic control plans should include
information on lane closures and the
anticipated flow of traffic during the
construction period. The basic objective of
No mitigation applies. The Project Sites are
currently served by the Montebello Police
Department, located at 1600 West Beverly
Boulevard, approximately 1.2 miles northwest
of the Project Site.

The City has determined that the following
regulatory compliance measures are equal to
or more effective than this Mitigation Measure
with respect to avoiding or reducing the
significant effects from the need for new or
physically altered governmental facil ities in
order to maintain acceptable response times
for fire protection and emergency response
services that are within the jurisdiction and
responsibility of fire departments, law
enforcement agencies, and local jurisdictions:

• Public Services (Police ): The Proposed
Project will be subject to review and
approval by the Montebello Police
Department. The Police Department will
review the site plan for the Proposed
Project to ensure that the development
adheres to the Department
requirements. Specifically, all security
gates, monitoring systems, alarms, and
walls will be under department review.

With implementation of the above regulatory
measure, e xisting police facilities will be

Poplar Avenue Residential Development P age 134 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project each traffic control plan (TCP) is to permit
the contractor to work within the public right
of way efficiently and effectively while
maintaining a safe, uniform flow of traffic.

The construction work and the public
traveling through the work zone in vehicles,
bicycles or as pedestrians must be given
equal consideration when developing a
traffic control plan.
capable of providing acceptable service, and
no mitigation would be required.

SCHOOLS
Impact PSS-1
Adverse
Physical
Impacts
Associated with
New or
Physically
Altered
Educational
Facilities, Need
for New
Educational
Facilities

PMM-PSS-1: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines, a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects of
constructing new or physically altered school
facilities, as applicable and feasible. Such
measures may include the following or other
comparable measures identified by the Lead
Agency:
a) Where construction or expansion of school
facilities is required to meet public school
service ratios, require school district fees,
as applicable.

No mitigation applies. The Project Sites are
served by the Montebello Unified School
District. The closest schools to the Project
Sites include Fremont Elementary School,
located 0.75 miles to the northwest; Montebello
Intermediate School, located one mile to the
west; and Montebello High School, located

1.27 miles to the west.

The Proposed Project would comply with the
following regulatory compliance measures that
substantially conform to this Mitigation
Measure and avoid or reduce the significant
effects from the need for new or physically
altered governmental facilities, the
construction of which could cause signif icant
environmental impacts, in order to maintain
acceptable service ratios, response times or
other performance objectives that are within
the jurisdiction and responsibility of school
districts and local jurisdictions:

• Public Services (Schools): Pursuant to SB
50, the Applicant shall pay all applicable
school fees to the Montebello Unified
School District to offset the impact of
additional student enrollment at schools
serving the project area.

With implementation of this regulatory
compliance measure, the Proposed Project
would have no impacts to schools and no
mitigation is required.

LIBRARY SERVICES
Impact PLS-1
Adverse
Impacts
Associated with
New or
Physically
Altered Library

PMM-PSL-1: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects of
construction of new or altered library facilities, as

No mitigation applies. There is one library in
the City of Montebello. The Montebello Library
is part of the LA County Library system. The LA
County Library is one of the major libraries of
the nation, and provides library service to over

3.4 million residents living in uninco rporated

Poplar Avenue Residential Development P age 135 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project Facilities, Need
for New or
Physically
Altered Library
Facilities
applicable and feasible. Such measures may
include the following or other comparable
measures identified by the Lead Agency:
a) Where construction or expansion of library
facilities is required to meet public library
service ratios, require library fees, as
appropriate and applicable, to mitigate
identified CEQA impacts.
areas and to residents of 49 of the 88
incorporated cities of Los Angeles County. The
service area extends over 3,000 square miles.

Supplementing the 7.5 million volume book
collection, the LA County Library also offers
magazines, newspapers, gove rnment
publications and many specialized materials
including online databases. The Proposed
Project is not anticipated to result in a
deterioration of library services since the
Applicant will be required to pay development
impact fees, which could be used to offset any
increase in library demand. T here are no
current plans to build new libraries that would
serve the Pro ject Site area. Therefore, the
library branches serving the Project Sites
would be able to meet the Proposed Project’s
demand for library services. No mitigation is
required.

RECREATION
Impact REC-1
Increased Use
of Existing
Parks or Other
Recreational
Facilities such
that
Deterioration
Would Occur

PMM-REC-1: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects on
the use of existing neighborhood and regional
parks or other recreational facilities, as applicable
and feasible. Such measures may include the
following or other comparable measures identified
by the Lead Agency:
a) Prior to the issuance of permits, where
projects require the construction or
expansion of recreational facilities or the
payment of equivalent Quimby fees,
consider increasing the accessibility to
natural areas and lands for outdoor
recreation from the proposed project area,
in coordination with local and regional open
space planning and/or responsible
management agencies.
b) Prior to the issuance of permits, where
projects require the construction or
expansion of recreational facilities or the
payment of equivalent Quimby fees,
encourage patterns of urban development
and land use which reduce costs on
infrastructure and make better use of
existing facilities, using strategies such as:

i) Increasing the accessibility to
natural areas for outdoor recreation

No mitigation applies. The Proposed Project
would not result in significant impacts with
implementation of the following project design
features that avoid or reduce the significant
effects on the integr ity of recreation facilities,
particularly neighborhood parks in the vicinity
of HQTAs and other applicable development
projects, that are within the jurisdiction and
responsibility of other public agencies and/or
Lead Agencies. Although no mitigation is
required, the Proposed Project incorporates
the following project design feature:

• The Proposed Project would include a total
of 35,010 square feet of open space across
both Projects, including a gym, water
feature and pool, children’s play area, and
barbeque areas.

Poplar Avenue Residential Development P age 136 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project ii) Utilizing “green” development
techniques
iii) Promoting water -efficient land use
and development
iv) Encouraging multiple uses, such as
the joint use of schools
v) Including trail systems and trail
segments in General Plan
recreation standards
Impact REC-2
Adverse
Impacts
Associated With
New or
Physically
Altered Park
Facilities, Need
for New or
Physically
Altered Park
Facilities /
Include
Recreational
Facilities or
Expansion of
Recreation
Facilities

See PMM-REC-1, PMM-AQ-2, and PMM-NOISE-1.

No mitigation applies. The Proposed Project
would not result in significant impacts with
implementation of the following project design
feature that avoid or reduce the significant
effects on the integrity of recreation facilities,
particularly neighborhood parks in the vicinity
of HQTAs and other applicable development
projects, that are within the jurisdiction and
responsibility of other public agencies and/or
Lead Agencies. Although no mitigation is
required, implementation of this design feature
substantially conforms to th ese Mitigation
Measures:

• The Proposed Project would include a total
of 35,010 square feet of open space across
both Projects, including a gym, water
feature and pool, children’s play area, and
barbeque areas.

TRANSPORTATION
Impact TRA-1
Conflict with a
Program, Plan,
Ordinance or
Policy
Addressing the
Circulation
System

No mitigation is required.

No mitigation applies. As noted throughout
this SCPE, the Project Sites are located less
than ¼ mile from Whittier Boulevard, which is
identified as an HQTC by the 2020 -2045
RTP/SCS. Therefore, the Proposed Project
would also directly encourage the utilization of
transit due to its close proximity to its proximity
to public transit and employment
opportunities., which is expected to further
increase the projected number of walk or
transit trips rather than auto vehicle trips. In
addition, the Proposed Project would provide a
total of 170 bicycle spaces across both
Projects to promote travel by bicycle.

Accordingly, the Proposed Project is not
anticipated to conflict with any program, plan
ordinance or policy addressing the circulation
system, and no mitigation is required.

Impact TRA-2
Conflict with or
Be Inconsistent

MM-TRA-1: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the

No mitigation applies. Pursuant to CEQA
Guidelines Section 15064.3(b)(1),

Poplar Avenue Residential Development P age 137 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project With CEQA
Guidelines
section
15064.3(b)
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects
related to transportation -related impacts, as
applicable and feasible. Such measures may
include the following or other comparable
measures identified by the Lead Agency:

Transportation demand management (TDM)
strategies should be incorporated into individual
land use and transportation projects and plans, as
part of the planning process. Local agencies should
incorporate strategies identified in the Federal
Highway Administration’s publication: Integrating
Demand Management into the Transportation
Planning Process: A Desk Reference (August
2012) into the planning process (FHWA 2012). For
example, the following strategies may be included
to encourage use of transit and non -motorized
modes of transportation and reduce vehicle miles
traveled on the region’s roadways:
include TDM mitigation requirem ents for new
developments;
incorporate supporting infrastructure for non -
motorized modes, such as, bike lanes, secure bike
parking, sidewalks, and crosswalks;
provide incentives to use alternative modes and
reduce driving, such as, universal transit pass es,
road and parking pricing;
implement parking management programs, such as
parking cash-out, priority parking for carpools and
vanpools;
develop TDM-specific performance measures to
evaluate project -specific and system -wide
performance;
incorporate TDM performance measures in the
decision-making process for identifying
transportation investments;
implement data collection programs for TDM to
determine the effectiveness of certain strategies
and to measure success over time; and
set aside funding for TDM initiatives.

The increase in per capita VMT on facilities
experiencing LOS F represents a significant impact
compared to existing conditions. To assess
whether implementation of these specific mitigation
strategies would result in measurable traffic
congestion reductions, implementing actions may
need to be further refined within the overall
parameters of the proposed Plan and matched to
local con ditions in any subsequent project -level
environmental analysis.
development projects within one-half mile of a
major transit stop or a stop along an HQTC
shall generally be presume d to have a less
than significant impact pertaining to VMT. As
noted throughout this SCPE, the Project Sites
are located less than ¼ mile from Whittier
Boulevard, which is identified as an HQTC by
the 2020-2045 RTP/SCS. Notwithstanding this
presumption, the Project will also directly
encourage the utilization of transit due to its
close proximity to its proximity to public transit,
employment, and entertainment destinations,
which is expected to further increase the
projected number of walk or transit trips rather
than auto vehicle trips. In addition, the
Proposed Project will provide a total of 170
bicycle spaces across both Projects to promote
travel by bicycle. Accordingly, the Proposed
Project is not anticipated to result in any
impacts pertaining to conflicts with CEQA
Guidelines Section 15064.3(b), and no
mitigation is required.

Poplar Avenue Residential Development P age 138 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

No mitigation is required.

No mitigation applies. The Proposed Project
would be required to meet minimum roadway
widths established in the City ’s Municipal
Code. These standards ensure that roadways
have adequate width to accommodate
emergency vehicle access and to permit the
efficient movement of a large number of
people. Additionally, pursuant to existing City
regulatory requirements, access would be
reviewed by the Fire Department to ensure the
Proposed P roject conforms to all applicable
traffic design standards. Through compliance
with these regulatory measures, no impacts
regarding access would occur , and no
mitigation is required.

Impact TRA-4
Result in
Inadequate
Emergency
Access /
Substantially
Impair Adopted
Emergency
Response Plan
or Emergency
Evacuation Plan

PMM-TRA-2: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects
which may substantially impair implementa tion of
an adopted emergency response plan or
emergency evacuation plan, as applicable and
feasible. Such measures may include the following
or other comparable measures identified by the
Lead Agency:
a) Prior to construction, project
implementation agencies can and should
ensure that all necessary local and state
road and railroad encroachment permits
are obtained. The project implementation
agency can and should also comply with all
applicable conditions of approval. As
deemed necessary by the governing
jurisdiction, the road encroachment
permits may require the contractor to
prepare a traffic control plan in accordance
with professional engineering standards
prior to construction. Traffic control plans
can and should include the following
requirements:
• Identification of all roadway
locations where special
construction techniques (e.g.,
directional drilling or night
construction) would be used to
minimize impacts to traffic flow.
• Development of circulation and
detour plans to minimize impacts
to local street circulation. This may

Mitigation applies. As mentioned above, the
Proposed Project w ould be required to meet
minimum roadway widths established in the
City’s Municipal Code. These standards
ensure that roadways have adequate width to
accommodate emergency vehicle access and
to permit the efficient movement of a large
number of people. Additionally, pursuant to
existing City regulatory requirements, access
would be reviewed by the Fire Department to
ensure the Proposed P roject conforms to all
applicable emergency evacuation plans, and
other regional and local plans establishing
access during emergencies.

Additionally, the Proposed Project will
implement the following Mitigation Measure
that is consistent with PMM-TRA-2 as it will
avoid or reduce the potential for conflicts to
emergency access:

• Mitigation Measure Transportation No.
1: (Construction Management Plan)
o A construction work site traff ic control
plan shall be submitted to the City for
review and approval in accordance
with the MMC prior to the start of any
construction work. The plans shall
show the location of roadway or
sidewalk closures, traffic detours, haul
routes, hours of operati on, protective
devices, warning signs and access to
abutting properties. All construction
related traffic shall be restricted to off -
peak hours to the extent possible.

Poplar Avenue Residential Development P age 139 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project include the use of signing and
flagging to guide vehicles through
and/or around the construction
zone.
• Scheduling of truck trips outside of
peak morning and evening
commute hours.
• Limiting of lane closures during
peak hours to the extent possible.

• Usage of haul routes minimizing
truck traffic on local roadways to
the extent possible.
• Inclusion of detours for bicycles
and pedestrians in all areas
potentially affected by project
construction.
• Installation of traffic control
devices as specified in the
California Department of
Transportation Manual of Traffic
Controls for Construction and
Maintenance Work Zones.
• Development and implementation
of access plans for highly sensitive
land uses such as police and fire
stations, transit stations, hospitals,
and schools. The access plans
would be developed with the
facility owner or administrator. To
minimize disruption of emergency
vehicle access, affected
jurisdictions can and should be
asked to identify detours for
emergency vehicles, whi ch will
then be posted by the contractor.

Notify in advance the facility owner
or operator of the timing, location,
and duration of construction
activities and the locations of
detours and lane closures.
• Storage of construction materials
only in designated areas.
• Coordination with local transit
agencies for temporary relocation
of routes or bus stops in work
zones, as necessary.
• Ensure the rapid repair of
transportation infrastructure in the
event of an emergency through
cooperation among public
agencies and by identifying critical
infrastructure needs necessary for:
o Lane closures during peak hours shall
be limited to the extent possible.
o All delivery truck loading and unloading
shall take place on site to the extent
possible.
o The Applicant shall plan construction
and construction staging as to maintain
pedestrian access on adjacent
sidewalks throughout construction to
the extent possible.

Poplar Avenue Residential Development P age 140 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project a) emergency responders to enter
the region, b) evacuation of
affected facilities, and c)
restoration of utilities.
• Enhance emergency
preparedness awareness among
public agencies and with the public
at large.

TRIBAL CULTURAL RESOURCES
Impact TCR-1
Cause
Substantial
Adverse
Change in
Significance of
Tribal Cultural
Resource
Defined in PRC
Section 21074
Project-Level Mitigation Measure
See MM-CULT-1.

MM-TCR-1: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines, a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects on
tribal cultural resources, as applicable and
feasible. Such measures may include the
following or other comparable measures identified
by the Lead Agency:
a) Avoidance and preservation of the
resources in place, including, but not
limited to, planning and construction to
avoid the resources and protect the cultural
and natural context, or planning
greenspace, parks, or other open space, to
incorporate the resources wit h culturally
appropriate protection and management
criteria;
b) Treating the resource with culturally
appropriate dignity taking into account the
tribal cultural values and meaning of the
resource, including, but not limited to, the
following: protecting the cultural character
and integrity of the resource; protecting the
traditional use of the resource; and
protecting the confidentiality of the
resource;
c) Permanent conservation easements or
other interests in real property, with
culturally appropriate management criteria
for the purposes of preserving or utilizing
the resources or places; and protecting the
resource.

Mitigation applies .

Although tribal
consultation is not required for the preparation
of a SCPE, the City has elected to undertake
the AB 52 consultation process with regard to
tribal cultural resources. Based on the findings
of these technical reports and upon conclusion
of the AB 52 consultation process, according to
representatives of the Gabrieleno Band of
Mission Indians – Kizh Nation, the two Project
Sites have a high probability of containing tribal
cultural resources.

Accordingly, the City has determined that the
following Mitigation Measures would be equal
to or more effective than this Mitigation
Measure in avoiding potent ial impacts
regarding inadvertent finds of tribal cultural
resources:
• Tribal Cultural Resources Mitigation
Measure No. 1. Prior to the
commencement of any ground disturbing
activity at the project site, the project
applicant shall retain a Native American
Monitor approved by the Gabrieleno Band of
Mission Indians-Kizh Nation – the tribe that
consulted on this project pursuant to
Assembly Bill AB-52 – SB-18 (the “Tribe” or
the “Consulting Tribe”). A copy of the
executed contract shall be submitted to the
Lead Agency prior to the issuance of any
permit necessary to commence a ground -
disturbing activity. The Tribal monitor will
only be present on -site during the
construction phases that involve ground -
disturbing activities. Ground disturbing
activities are defined by the Tribe as
activities that may include, but are not
limited to, pavement removal, potholing or
auguring, grubbing, tree removals, boring,
grading, excavation, drilling, and trenching,

Poplar Avenue Residential Development P age 141 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project within the project area. The Tribal Monitor
will complete daily monitoring logs that will
provide descriptions of the day’s activities,
including construction activities, locations,
soil, and any cultural materials identified.

The on- site monitoring shall end when all
ground-disturbing activities on the Project
Site are completed, or when the Tribal
Representatives and Tribal Monitor have
indicated that all upcoming ground -
disturbing activities at the Project Site have
little to no potential for impacting Tribal
Cultural Resources. Upon discovery of any
Tribal Cultural Resources, construction
activities shall cease in the immediate
vicinity of the find (not less than the
surrounding 50 feet) until the find can be
assessed. All Tribal Cultural Resources
unearthed by project activities shall be
evaluated by the Tribal monitor approved by
the Consulting Tribe and a qualified
archaeologist if one is present. If the
resources are Native American in origin, the
Consulting Tribe will retain it/them in the
form and/or manner the Tribe deems
appropriate, for educational, cultural and/or
historic purposes. If human remains and/or
grave goods are discovered or recognized
at the Project Site, all ground disturbance
shall immediately cease, and the county
coroner shall be notified per Public
Resources Code Section 5097.98, a nd
Health & Safety Code Section 7050.5.

Human remains and grave/burial goods
shall be treated alike per California Public
Resources Code section 5097.98(d)(1) and
(2). Work may continue in other parts of the
Project site while evaluation and, if
necessary, mitigation takes place (CEQA
Guidelines Section 15064.5[f]).

Preservation in place (i.e., avoidance) is the
preferred manner of treatment. If
preservation in place is not feasible,
treatment may include implementation of
archaeological data recovery excavations to
remove the resource along with subsequent
laboratory processing and analysis. Any
historic archaeological material that is not
Native American in origin (non -TCR) shall
be curated at a public, non -profit institution
with a research interest i n the materials,
such as the Natural History Museum of Los

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Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project Angeles County or the Fowler Museum, if
such an institution agrees to accept the
material. If no institution accepts the
archaeological material, it shall be offered to
a local school or historica l society in the
area for educational purposes.
• Tribal Cultural Resources Mitigation
Measure No. 2. Unanticipated Discovery of
Human Remains and Associated Funerary
Objects: Native American human remains
are defined in PRC 5097.98 (d)(1) as an
inhumation or cremation, and in any state of
decomposition or skeletal completeness.

Funerary objects, called associated grave
goods in PRC 5097.98, are also to be
treated according to this statute. Health and
Safety Code 7050.5 dictates that any
discoveries of human skeletal material shall
be immediately reported to the County
Coroner and excavation halted until the
coroner has determined the nature of the
remains. If the coroner recognizes the
human remains to be those of a Native
American or has reason to believe that they
are those of a Native American, he or she
shall contact, by telephone within 24 hours,
the NAHC and PRC 5097.98 shall be
followed.
• Tribal Cultural Resources Mitigation
Measure No. 3. Resource Assessment &
Continuation of Work Protocol: Upon
discovery of human remains, the tribal
and/or archaeological
monitor/consultant/consultant will
immediately divert work at minimum of 100
feet and place an exclusion zone around the
discovery location. The
monitor/consultant(s) will then notify the
Tribe, the qualified lead archaeologist, and
the construction manager who will call the
coroner. Work will continue to be diverted
while the coroner determines whether the
remains are human and subsequently
Native American. The discovery is to be
kept confidential and secure to prevent any
further disturbance. If the finds are
determined to be Native American, the
coroner will notify the NAHC as mandated

Poplar Avenue Residential Development P age 143 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project by state law who will then appoint a Most
Likely Descendent (MLD).
• Tribal Cultural Resources Mitigation
Measure No. 4. Kizh -Gabrieleno
Procedures for burials and funerary
remains: If the Gabrieleno Band of Missio n
Indians – Kizh Nation is designated MLD,
the Koo -nas-gna Burial Policy shall be
implemented. To the Tribe, the term “human
remains” encompasses more than human
bones. In ancient as well as historic times,
Tribal Traditions included, but were not
limited to, the preparation of the soil for
burial, the burial of funerary objects with the
deceased, and the ceremonial burning of
human remains. The prepared soil and
cremation soils are to be treated in the same
manner as bone fragments that remain
intact. Asso ciated funerary objects are
objects that, as part of the death rite or
ceremony of a culture, are reasonably
believed to have been placed with individual
human remains either at the time of death or
later; other items made exclusively for burial
purposes or to contain human remains can
also be considered as associated funerary
objects.
• Tribal Cultural Resources Mitigation
Measure No. 5. Treatment Measures: Prior
to the continuation of ground disturbing
activities, the landowner shall arrange a
designated site location within the footprint
of the project for the respectful reburial of
the human remains and/or ceremonial
objects. In the case where discovered
human remains cannot be fully documented
and recovered on the same day, the
remains will be covered with muslin cloth
and a steel plate that can be moved by
heavy equipment placed over the
excavation opening to protect the remains.

If this type of steel plate is not available, a
24-hour guard should be posted outside of
working hours. The Tribe will make every
effort to recommend diverting the project
and keeping the remains in situ and
protected. If the project cannot be diverted,
it may be determined that burials will be
removed. The Tribe will work closely with
the qualified archaeologist to ensure that the

Poplar Avenue Residential Development P age 144 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project excavation is treated carefully, ethically, and
respectfully. If data recovery is approved by
the Tribe, documentation shall be taken
which includes at a minimum detailed
descriptive notes and sketches. Additional
types of documentation shall be appro ved
by the Tribe for data recovery purposes.

Cremations will either be removed in bulk or
by means as necessary to ensure
completely recovery of all material. If the
discovery of human remains includes four or
more burials, the location is considered a
cemetery and a separate treatment plan
shall be created. Once complete, a final
report of all activities is to be submitted to
the Tribe and the NAHC. The Tribe does
NOT authorize any scientific study or the
utilization of any invasive and/or destructive
diagnostics on human remains.
o Each occurrence of human remains
and associated funerary objects will be
stored using opaque cloth bags. All
human remains, funerary objects,
sacred objects and objects of cultural
patrimony will be removed to a secure
container on site if possible. These
items should be retained and reburied
within six months of recovery. The site
of reburial/repatriation shall be on the
project site but at a location agreed
upon between the Tribe and the
landowner at a site to be protected in
perpetuity. There shall be no publicity
regarding any cultural materials
recovered.
• Tribal Cultural Resources Mitigation
Measure No. 6. Professional Standards:

Native American and Archaeological
monitoring during construction projects will
be consistent with current professional
standards. All feasible care to avoid any
unnecessary disturbance, physical
modification, or separation of TCR’s shall be
taken. The Native American monitor must
be approved by the Gabrieleno Band of
Mission Indians -Kizh Nation. Principal
personnel for Archaeology must meet the
Secretary of Interior standards for
archaeology and have a minimum of 10
years of experience as a principal

Poplar Avenue Residential Development P age 145 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project investigator working with Native American
archaeological sites in southern California.

UTILITIES AND SERVICE SYSTEMS
Impact USWS-1
Require
Relocation or
Construction of
New or
Expanded Water
Facilities

PMM-USWS-1: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to ensure sufficient water supplies, as
applicable and feasible. Such measures may
include the following or other comparable measures
identified by the Lead Agency:
a) Reduce exterior consumptive uses of water
in public areas, and should promote
reductions in private homes and
businesses, by shifting to drought -tolerant
native landscape plantings, using weather-
based irrigation systems, educating other
public agencies about water use, and
installing related water pricing incentives.
b) Promote the availability of drought -
resistant landscaping options and provide
information on where these can be
purchased. Use of reclaimed water
especially in median landscaping and
hillside landscaping can and should be
implemented where feasible.
c) Implement water conservation best
practices such as low -flow toilets, water -
efficient clothes washers, water system
audits, and leak detection and repair.
d) For projects located in an area with existing
reclaimed water conveyance infrastructure
and excess reclaimed water capacity, use
reclaimed water for non- potable uses,
especially landscape irrigation. For
projects in a location planned for future
reclaimed water service, projects should
install dual plumbing sy stems in
anticipation of future use. Large
developments could treat wastewater
onsite to tertiary standards and use it for
non-potable uses onsite.

No mitigation applies. There are no existing
water or wastewater treatment plants, electric
power plants, telecommunications facilities,
natural gas facilities, or stormwater drainage
infrastructure located on- site. Therefore, the
Proposed Project’s implementation would not
require the relocation of any of the
aforementioned facilities. In addition, as
discussed in Section 2.0 of this SCPE, the
Proposed Project’s increase in demand for
waste disposal, water, and wastewater
treatment services can be adequately handled
and no expansion of these services is required
.

Accordingly, no mitigation is applicable.

Impact USWS-2
Have Sufficient
Water Supplies
to Serve Project
and Future
Development
During Normal,
Dry and Multiple
Dry Years

See PMM-USWS-1.

No mitigation applies. As noted in Section 2.0
of this SCPE, water service is provided to the
Project Sites by the Montebello Land and
Water Company (MLWC). According to the
MLWC’s 2020 Urban Water Management Plan,
the Company will have an adequate supply of
water to me et the projected demand under a
normal year scenario, a single dry -year

Poplar Avenue Residential Development P age 146 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project scenario, and a multiple dry year scenario for
years 2025 through 2045, taking into
consideration population growth projections
provided by SCAG and the proportion of the
City’s population served by MLWC.
44 As noted
above, the Proposed Project’s increase in
residential population is well within SCAG’s
forecasted population growth for the region;
therefore, the Proposed Project can be
adequately supplied by water. Thus, the
Project Sit es can be adequately served by
existing water utilities , and no mitigation is
applicable.

Impact
USWW-1
Require
Relocation or
Construction of
New or
Expanded
Wastewater or
Storm Drainage
Facilities

See PMM-HYD-1.

PMM-USWW-1: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce substantial adverse effects on
utilities and service systems, particu larly for
construction of wastewater facilities, as applicable
and feasible. Such measures may include the
following or other comparable measures identified
by the Lead Agency:
• During the design and CEQA review of
individual future projects, implementing
agencies and projects sponsors shall
determine whether sufficient wastewater
capacity exists for the proposed projects.

There CEQA determinations must ensure that
the proposed development can be served by
its existing or planned treatment capacity. If
adequate capacity does not exist, project
sponsors shall coordinate with the relevant
service provider to ensure that adequate
public services and utilities could
accommodate the increased demand, and if
not, infrastructure improvements for the
appropriate pub lic service or utility shall be
identified in each project’s CEQA
documentation. The relevant public service
provider or utility shall be responsible for
undertaking project-level review as necessary
to provide CEQA clearance for new facilities.

No mitigation applies. As mentioned
previously under Impact USWS-1, there are no
existing water or wastewater treatment plants,
electric power plants, telecommunications
facilities, natural gas facilities, or stormwater
drainage infrastructure located on -
site. Therefore, the Proposed Project’s
implementation w ould not require the
relocation of any of the aforementioned
facilities. In addition, as discussed in Section

2.0 of this SCPE, the Proposed Project’s
increase in demand for wastewater treatment
services can be adequately handled , and no
expansion of these services is required
.

Accordingly, no mitigation is applicable.

Impact
USWW-2
Result in
Determination

See PMM-UWW-1.

No mitigation applies. As noted in Section 2.0
of this SCPE, the Project Sites are served by
City-owned sewer lines, which convey

44 Montebello Land and Water Company, 2020 Urban Water Management Plan, Sections 3-6 and 7.

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Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project By Wastewater
Treatment
Provider That it
Has Adequate
Capacity to
Serve Project
wastewater into the Los Coyotes Water
Reclamation Plant (WRP) operated by the Los
Angeles County Sanitation Districts (LACSD).

The WRP provides primary, secondary, and
tertiary treatme nt for 37.5 million gallons of
wastewater per day and serves a population of
approximately 370,000 people.
45 The
Proposed Project’s net increase in wastewater
generated from the Project Sites would
represent an infinitesimal proportion of the
WRP’s available capacity, and in conformance
with existing City and LACSD regulations, the
Proposed Project will pay all applicable
development and connection fees and be
required to install any necessary infrastructure
improvements to ensure adequate wastewater
service to the Project Sites. Thus, the Project
Sites can be adequately served by existing
wastewater utilities , and no mitigation is
applicable.

Impact USSW-1
Generate Solid
Waste in
Excess of
Capacity of
Infrastructure,
Solid Waste
Reduction
Goals

Impact USSW-2
Comply With
Federal, State,
and Local
Management
and Reduction
Statutes and
Regulations
Related to Solid
Waste

PMM-USSW-2: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to reduce the generation of solid waste,
as applicable and feasible. Such measures may
include the following or other comparable
measures identified by the Lead Agency:

Integrate green building measures with CALGreen
(California Building Code Title 24) into project
design, including but not limited to the following:
a) Reuse and minimization of construction
and demolition (C&D) debris and diversion
of C&D waste from landfills to recycling
facilities.
b) Inclusion of a waste management plan that
promotes maximum C&D diversion.
c) Source reduction through (1) use of
materials that are more durable and easier
to repair and maintain, (2) design to
generate less scrap material through
dimensional planning, (3) increased
recycled content, (4) use of reclaimed
materials, and (5) use of structural
materials in a dual role as finish materia l
(e.g., stained concrete flooring, unfinished
ceilings, etc.).

No mitigation applies. The City of Montebello
contracts with Athens Services for all of its
waste removal services. The Proposed Project
is subject to the following regulatory
compliance measure that avoids or reduces
the significant effects to serve landfills with
sufficient permitted capacity to accommodate
solid waste disposal needs that are within the
responsibility of public agencies and/or Lead
Agencies:

• Utilities (Solid Waste Recycling) : Before
taking the City’s waste to a landfill for final
disposal, the City requires Athens to
process Montebello’ s waste through a
materials recovery facility (MRF) sorting
center. This program allows the City to
meet the 50 percent landfill diversion
mandate required by California law while
providing the greatest convenience
possible to residents and businesses.

45 Los Coyotes Water Reclamation Plant information, available at: https://www.lacsd.org/services/wastewater - sewage/facilities/los-coyotes-water-reclamation-plant.

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Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project d) Reuse of existing structure and shell in
renovation projects.
e) Development of indoor recycling program
and space.
f) Discourage the siting of new landfills
unless all other waste reduction and
prevention actions have been fully
explored. If landfill siting or expansion is
necessary, site landfills with an adequate
landfill-owned, undeveloped land buffer to
minimize the potential ad verse impacts of
the landfill in neighboring communities.
g) Discourage exporting of locally generated
waste outside of the SCAG region during
the construction and implementation of a
project. Encourage disposal within the
county where the waste originates as much
as possible. Promote green technologies
for long-distance transport of waste (e.g.,
clean engines and clean locomotives or
electric rail for waste- by-rail disposal
systems) and consistency with SCAQMD
and Connect SoCal policies can and
should be required.
h) Encourage waste reduction goals and
practices and look for opportunities for
voluntary actions to exceed the 80 percent
waste diversion target.
i) Encourage the development of local
markets for waste prevention, reduction,
and recycling practices by supporting
recycled content and green procurement
policies, as well as other waste prevention,
reduction and recycling practices.
j) Develop ordinances that promote waste
prevention and recycling activities such as:
requiring waste prevention and recycling
efforts at all large events and venues;
implementing recycled content
procurement programs; and developing
opportunities to divert food waste away
from landfills and toward food banks and
composting facilities.
k) Develop and site composting, recycling,
and conversion technology facilities that
have minimum environmental and health
impacts.
l) Integrate reuse and recycling into
residential industrial, institutional and
commercial projects.

Poplar Avenue Residential Development P age 149 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project m) Provide education and publicity about
reducing waste and available recyc ling
services.
n) Implement or expand city or county -wide
recycling and composting programs for
residents and businesses. This could
include extending the types of recycling
services offered (e.g., to include food and
green waste recycling) and providing
public education and publicity about
recycling services.

WILDFIRE
Impact WF-2
Exacerbate
Wildfire Risks,
Expose Project
Occupants to
Pollutant
Concentrations
from Wildfire or
Uncontrolled
Spread of
Wildfire

PMM-WF-1: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to wildfire risk, as applicable and
feasible. Such measures may include the following
or other comparable measures identified by the
Lead Agency:
a) Launch fire prevention education for local
cities and counties such that local fire
agencies, homeowners, as well as
commercial and industrial businesses are
aware of potential sources of fire ignition
and the related procedures to curb or
lessen any activities that might initiate fire
ignition.
b) Ensure structures in high fire risk areas are
built to current state and federal standards
which serve to greatly increase the
chances the structure will survive a wildfire
and also allow for people to shelter -in-
place.
c) Improve road access for emer gency
response and evacuation so people can
evacuate safely and timely when
necessary.
d) Improve, and educate regarding, local
emergency communications and
notifications with residents and
businesses.
e) Enforce defensible space regulations to
keep overgrown and unmanaged
vegetation, accumulations of trash and
other flammable material away from
structures.
f) Provide public education about wildfire risk
and fire prevention measures, and safety
procedures and practices to allow for safe

No mitigation applies. The Project Sites are
improved with residential dwelling units and are
located in an urbanized area of the City.

According to the City’s Hazard Mitigation Plan,
the City of Montebello is not located within a
designated very high fire hazard severity zone.

Accordingly, no impacts pertaining to wildfire
are anticipated and no mitigation is required.

Poplar Avenue Residential Development P age 150 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Table 4
Applicability of Project-Level Mitigation Measures from Connect SoCal (2020-2045 Regional Transportation Plan / Sustainable Communities Strategy) Topic Project-Level Mitigation Measures Applicability to the Project evacuation and/or options to shelter -in-
place
Impact WF-3
Require
Installation or
Maintenance of
Associated
Infrastructure
that May
Exacerbate Fire
Risks, May
Result in
Temporary or
Ongoing
Impacts to
Environment

See PMM-HAZ-4.

PMM-WF-2: In accordance with provisions of
sections 15091(a)(2) and 15126.4(a)(1)(B) of the
State CEQA Guidelines , a Lead Agency for a
project can and should consider mitigation
measures to wildfire risk, as applicable and
feasible. Such measures may include the following
or other comparable measures identified by the
Lead Agency:
a) New development or infrastructure activity
within very high hazard severity zones or
SRAs shall be required to
1) Submit a fire protection plan including
the designation of fire watch staff;
2) Maintain water and other fire
suppression equipment designated
solely for firefighting on site for any
construction and maintenance activities;
3) Locate construction and maintenance
equipment in designated “safe areas”
such that they do not discharge
combustible materials; and
4) Designate trained fire watch staff during
project construction to reduce risk of fire
hazards.

No mitigation applies. The Project Sites are
improved with residential dwelling units and are
located in an urbanized area of the City.

According to the City’s Hazard Mitigation Plan,
the City of Montebello is not located within a
designated very high fire hazard severity zone.

Accordingly, no impacts pertaining to wildfire
are anticipated, and no mitigation is required.

Impact WF-4
Expose People,
Structures to
Downslope,
Downstream
Flooding,
Landslides
Resulting from
Runoff, Post-
Fire Slope
Stability, or
Drainage
Changes

See PMM-WF-1. PPM-WF-2, PMM-HYD-1, and
PMM-HAZ-4.

No mitigation applies. The Project Sites are
improved with residential dwelling units and is
located in an urbanized area of the City.

According to the City’s Hazard Mitigation Plan,
the City of Montebello is not located within a
designated very high fire hazard severity zone.

Accordingly, no impact s pertaining to wildfire
are anticipated, and no mitigation is required.

Source: Southern California Association of Governments, Exhibit A: Mitigation Monitoring and Reporting Program for the Final Connect SoCal PEIR, adopted May 2020.

Poplar Avenue Residential Development P age 151 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

5.0 Mitigation Measures

5.1 Noise

• Mitigation Measure Noise No.1
o Install temporary noise barriers during construction. o Post procedures and phone numbers at the construction site for notifying the Lead Agency staff, local Police Department, and construction contractor (during regular construction hours and off-hours), along with permitted construction days and hours, complaint procedures, and who to notify in the event of a problem.
o Notify neighbors and occupants within 300 feet of the project construction area at least 30 days in advance of anticipated times when noise levels are expected to exceed limits established in the noise element of the general plan or noise ordinance.
o Designate an on-site construction complaint and enforcement manager for the project.
o Ensure that construction equipment are properly maintained per manufacturers’ specifications and fitted with the best available noise suppression devices (e.g., improved mufflers, equipment redesign, use of intake silencers, ducts, engine enclosures, and acoustically attenuating shields or shrouds silencers, wraps). All intake and exhaust ports on power equipment shall be muffled or shielded.
o Use hydraulically or electrically powered tools (e.g., jack hammers, pavement breakers, and rock drills) for project construction to avoid noise associated with compressed air exhaust from pneumatically powered tools. However, where use of pneumatic tools is unavoidable, an exhaust muffler on the compressed air exhaust should be used; this muffler can lower noise levels from the exhaust by up to about 10 dBA. External jackets on the tools themselves should be used, if such jackets are commercially available, and this could achieve a further reduction of 5 dBA. Quieter procedures should be used, such as drills rather than impact equipment, whenever such procedures are available and consistent with construction procedures.
o Use equipment and trucks with the best available noise control techniques (e.g., improved mufflers, equipment redesign, use of intake silencers, ducts, engine enclosures, and acoustically attenuating shields or shrouds, wherever feasible) for project construction.
o Stationary noise sources can and should be located as far from adjacent sensitive receptors as possible and they should be muffled and enclosed within temporary sheds, incorporate insulation barriers, or use other measures as determined by the Lead Agency (or other appropriate government agency) to provide equivalent noise reduction.
o Use of portable barriers in the vicinity of sensitive receptors during construction. o Monitor the effectiveness of noise attenuation measures by taking noise measurements.

Poplar Avenue Residential Development P age 152 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

o Prohibit idling of construction equipment for extended periods of time in the vicinity of sensitive receptors.

5.2 Transportation

• Mitigation Measure Transportation No. 1: (Construction Management Plan) o A Construction work site traffic control plan shall be submitted to the City for review and approval in accordance with the MMC prior to the start of any construction work. The plans shall show the location of any roadway or sidewalk closures, traffic detours, haul routes, hours of operation, protective devices, warning signs and access to abutting properties. All construction related traffic shall be restricted to off-peak hours to the extent possible. o Lane closures during peak hours shall be limited to the extent possible. o All delivery truck loading and unloading shall take place on site to the extent possible.
o The Applicant shall plan construction and construction staging as to maintain pedestrian access on adjacent sidewalks throughout construction to the extent possible.

5.3 Tribal Cultural Resources

• Tribal Cultural Resources Mitigation Measure No. 1. Prior to the commencement of any ground disturbing activity at the project site, the project applicant shall retain a Native American Monitor approved by the Gabrieleno Band of Mission Indians-Kizh Nation – the tribe that consulted on this project pursuant to Assembly Bill AB-52 – SB-18 (the “Tribe” or the “Consulting Tribe”). A copy of the executed contract shall be submitted to the Lead Agency prior to the issuance of any permit necessary to commence a ground-disturbing activity. The Tribal monitor will only be present on-site during the construction phases that involve ground-disturbing activities. Ground disturbing activities are defined by the Tribe as activities that may include, but are not limited to, pavement removal, potholing or auguring, grubbing, tree removals, boring, grading, excavation, drilling, and trenching, within the project area. The Tribal Monitor will complete daily monitoring logs that will provide descriptions of the day’s activities, including construction activities, locations, soil, and any cultural materials identified. The on-site monitoring shall end when all ground-disturbing activities on the Project Site are completed, or when the Tribal Representatives and Tribal Monitor have indicated that all upcoming ground-disturbing activities at the Project Site have little to no potential for impacting Tribal Cultural Resources. Upon discovery of any Tribal

Poplar Avenue Residential Development P age 153 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

Cultural Resources, construction activities shall cease in the immediate vicinity of the find (not less than the surrounding 50 feet) until the find can be assessed. All Tribal Cultural Resources unearthed by project activities shall be evaluated by the Tribal monitor approved by the Consulting Tribe and a qualified archaeologist if one is present. If the resources are Native American in origin, the Consulting Tribe will retain it/them in the form and/or manner the Tribe deems appropriate, for educational, cultural and/or historic purposes. If human remains and/or grave goods are discovered or recognized at the Project Site, all ground disturbance shall immediately cease, and the county coroner shall be notified per Public Resources Code Section 5097.98, and Health & Safety Code Section 7050.5. Human remains and grave/burial goods shall be treated alike per California Public Resources Code section 5097.98(d)(1) and (2). Work may continue in other parts of the Project site while evaluation and, if necessary, mitigation takes place (CEQA Guidelines Section 15064.5[f]). Preservation in place (i.e., avoidance) is the preferred manner of treatment. If preservation in place is not feasible, treatment may include implementation of archaeological data recovery excavations to remove the resource along with subsequent laboratory processing and analysis.

Any historic archaeological material that is not Native American in origin (non-TCR) shall be curated at a public, non-profit institution with a research interest in the materials, such as the Natural History Museum of Los Angeles County or the Fowler Museum, if such an institution agrees to accept the material. If no institution accepts the archaeological material, it shall be offered to a local school or historical society in the area for educational purposes.

• Tribal Cultural Resources Mitigation Measure No. 2. Unanticipated Discovery of Human Remains and Associated Funerary Objects: Native American human remains are defined in PRC 5097.98 (d)(1) as an inhumation or cremation, and in any state of decomposition or skeletal completeness. Funerary objects, called associated grave goods in PRC 5097.98, are also to be treated according to this statute. Health and Safety Code 7050.5 dictates that any discoveries of human skeletal material shall be immediately reported to the County Coroner and excavation halted until the coroner has determined the nature of the remains. If the coroner recognizes the human remains to be those of a Native American or has reason to believe that they are those of a Native American, he or she shall contact, by telephone within 24 hours, the NAHC and PRC 5097.98 shall be followed.

• Tribal Cultural Resources Mitigation Measure No. 3. Resource Assessment & Continuation of Work Protocol: Upon discovery of human remains, the tribal and/or archaeological monitor/consultant/consultant will immediately divert work at minimum of 100 feet and place an exclusion zone around the discovery loca tion.

Poplar Avenue Residential Development P age 154 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

The monitor/consultant(s) will then notify the Tribe, the qualified lead archaeologist, and the construction manager who will call the coroner. Work will continue to be diverted while the coroner determines whether the remains are human and subsequently Native American. The discovery is to be kept confidential and secure to prevent any further disturbance. If the finds are determined to be Native American, the coroner will notify the NAHC as mandated by state law who will then appoint a Most Likely Descendent (MLD).

• Tribal Cultural Resources Mitigation Measure No. 4. Kizh-Gabrieleno Procedures for burials and funerary remains: If the Gabrieleno Band of Mission Indians – Kizh Nation is designated MLD, the Koo-nas-gna Burial Policy shall be implemented. To the Tribe, the term “human remains” encompasses more than human bones. In ancient as well as historic times, Tribal Traditions included, but were not limited to, the preparation of the soil for burial, the burial of funerary objects with the deceased, and the ceremonial burning of human remains. The prepared soil and cremation soils are to be treated in the same manner as bone fragments that remain intact. Associated funerary objects are objects that, as part of the death rite or ceremony of a culture, are reasonably believed to have been placed with individual human remains either at the time of death or later; other items made exclusively for burial purposes or to contain human remains can also be considered as associated funerary objects.

• Tribal C ultural Resources Mitigation Measure No. 5. Treatment Measures:

Prior to the continuation of ground disturbing activities, the landowner shall arrange a designated site location within the footprint of the project for the respectful reburial of the human remains and/or ceremonial objects. In the case where discovered human remains cannot be fully documented and recovered on the same day, the remains will be covered with muslin cloth and a steel plate that can be moved by heavy equipment placed over the excavation opening to protect the remains. If this type of steel plate is not available, a 24-hour guard should be posted outside of working hours. The Tribe will make every effort to recommend diverting the project and keeping the remains in situ and protected. If the project cannot be diverted, it may be determined that burials will be removed. The Tribe will work closely with the qualified archaeologist to ensure that the excavation is treated carefully, ethically, and respectfully. If data recovery is approved by the Tribe, documentation shall be taken which includes at a minimum detailed descriptive notes and sketches. Additional types of documentation shall be approved by the Tribe for data recovery purposes. Cremations will either be removed in bulk or by means as necessary to ensure completely recovery of all material. If the discovery of human remains includes four or more burials, the

Poplar Avenue Residential Development P age 155 City of Montebello Sustainable Communities Project CEQA Exemption April 2022

location is considered a cemetery and a separate treatment plan shall be created.

Once complete, a final report of all activities is to be submitted to the Tribe and the NAHC. The Tribe does NOT authorize any scientific study or the utilization of any invasive and/or destructive diagnostics on human remains. o Each occurrence of human remains and associated funerary objects will be stored using opaque cloth bags. All human remains, funerary objects, sacred objects and objects of cultural patrimony will be removed to a secure container on site if possible. These items should be retained and reburied within six months of recovery. The site of reburial/repatriation shall be on the project site but at a location agreed upon between the Tribe and the landowner at a site to be protected in perpetuity. There shall be no publicity regarding any cultural materials recovered.

• Tribal Cultural Resources Mitigation Measure No. 6. Professional Standards:

Native American and Archaeological monitoring during construction projects will be consistent with current professional standards. All feasible care to avoid any unnecessary disturbance, physical modification, or separation of TCR’s shall be taken. The Native American monitor must be approved by the Gabrieleno Band of Mission Indians-Kizh Nation. Principal personnel for Archaeology must meet the Secretary of Interior standards for archaeology and have a minimum of 10 years of experience as a principal investigator working with Native American archaeological sites in southern California.

APPENDIX A
Connect SoCal,
The 2020-2045 Regional Transportation
Plan/Sustainable Communities Strategy
of the Souther California Association of
Governments
September 3, 2020.
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[This Page Intentionally Left Blank]
THE 2020-2045 REGIONAL TRANSPORTATION PLAN/

SUSTAINABLE COMMUNITIES STRATEGY OF THE

SOUTHERN CALIFORNIA ASSOCIATION OF GOVERNMENTS

ADOPTED ON
SEPTEMBER 3, 2020

REGIONAL COUNCIL

POLICY COMMITTEE MEMBERS
RESOLUTION NO. 20-621-1

MAKING CONNECTIONS
...........................................................................................................1 1 ABOUT THE PLAN ...................................................................................................................6 2 SOCAL TODAY ........................................................................................................... 14 3 A PATH TO GREATER ACCESS, MOBILITY & SUSTAINABILITY ......................... 44 4 PAYING OUR WAY FORWARD ............................................................................... 94 5 MEASURING OUR PROGRESS ................................................................................ 116 6 LOOKING AHEAD .................................................................................................... 150 GLOSSARY .................................................................................................................... 156 DATA INDEX .................................................................................................................. 180 ACKNOWLEDGEMENTS ............................................................................................. 184 Funding: The preparation of this document was financed in part through funds from the Federal Highway Administration (FHWA) and Federal Transit Administration (FTA). Additional financial assistance was provided by the California Department of Transportation (Caltrans). The contents do not necessarily reflect the official views or policies of FHWA, FTA or Caltrans.

U.S. Department of
Transportation Federal
Transit Administration
U.S. Department of
Transportation Federal
Highway Administration

ADOPTED ON
SEPTEMBER 3, 2020
connectsocal.org
Connect SoCal
iv

REGIONAL

COUNCIL
OUR
VISION
OUR

MISSION
Southern California’s
catalyst for a brighter future.

To foster innovative regional solutions that
improve the lives of Southern Californians
through inclusive collaboration, visionary
planning, regional advocacy, information
sharing, & promoting best practices.

OFFICERS

PRESIDENT
Bill Jahn, City of Big Bear Lake

FIRST VICE PRESIDENT
Rex Richardson, City of Long Beach

SECOND VICE PRESIDENT
Clint Lorimore, City of Eastvale

IMMEDIATE PAST PRESIDENT
Alan D. Wapner, San Bernardino County Transportation Authority v
Southern California Association of Governments

MEMBERS

IMPERIAL COUNTY
Luis Plancarte, County of Imperial
Cheryl Viegas-Walker, El Centro

LOS ANGELES COUNTY
Kathryn Barger, County of Los Angeles
Hilda Solis, County of Los Angeles
Sean Ashton, Downey
Bob Blumenfield, Los Angeles
Mike Bonin, Los Angeles
Joe Buscaino, Los Angeles
Gilbert Cedillo, Los Angeles
Margaret Clark, Rosemead
Jonathan Curtis, La Cañada Flintridge
Steve De Ruse, La Mirada
Margaret E. Finlay, Duarte
Eric Garcetti, Los Angeles
James Gazeley, Lomita
Marqueece Harris-Dawson, Los Angeles
Steven D. Hofbauer, Palmdale
José Huizar, Los Angeles
Sonny R. Santa Ines, Bellflower
Paul Koretz, Los Angeles
Paul Krekorian, Los Angeles
John Lee, Los Angeles
Jorge Marquez, Covina
Nury Martinez, Los Angeles
Dan Medina, Gardena
Judy Mitchell, Rolling Hills Estates
Mitch O’Farrell, Los Angeles
Hector Pacheco, San Fernando
Jeannine Pearce, Long Beach
LOS ANGELES COUNTY (CON’T)
Curren D. Price, Jr., Los Angeles
Teresa Real Sebastian, Monterey Park
Rex Richardson, Long Beach
Monica Rodriguez, Los Angeles
David Ryu, Los Angeles
Meghan Sahli-Wells, Culver City
Ali Saleh, Bell
Tim Sandoval, Pomona
David J. Shapiro, Calabasas
Emma Sharif, Compton
Jess Talamantes, Burbank
Steve Tye, Diamond Bar
Herb Wesson, Jr., Los Angeles
Frank Yokoyama, Cerritos

ORANGE COUNTY
Donald Wagner, County of Orange
Phil Bacerra, Santa Ana
Stacy Berry, Cypress
Arthur C. Brown, Buena Park
Wendy Bucknum, Mission Viejo
Michael C. Carroll, Irvine
Fred Minagar, Laguna Niguel
Steve Nagel, Fountain Valley
Trevor O’Neil, Anaheim
Charles Puckett, Tustin
Lyn Semeta, Huntington Beach
Marty Simonoff, Brea
Tri Ta, Westminster

RIVERSIDE COUNTY
Karen Spiegel, County of Riverside
Rusty Bailey, Riverside
Megan Beaman-Jacinto, Coachella
Kathleen Kelly, Palm Desert
Clint Lorimore, Eastvale
Marisela Magaña, Perris
Steve Manos, Lake Elsinore
Rey Santos, Beaumont
Zak Schwank, Temecula

SAN BERNARDINO COUNTY
Curt Hagman, County of San Bernardino
Bill Jahn, Big Bear Lake
Ray Marquez, Chino Hills
Larry McCallon, Highland
L. Dennis Michael, Rancho Cucamonga
Frank Navarro, Colton
Rita Ramirez, Victorville
Deborah Robertson, Rialto

VENTURA COUNTY
Linda Parks, County of Ventura
Tim Holmgren, Fillmore
David Pollock, Moorpark
Carmen Ramirez, Oxnard

AIR DISTRICT REPRESENTATIVE
Ben Benoit

BUSINESS REPRESENTATIVE
Randall Lewis, Lewis Group of Companies

IMPERIAL COUNTY

TRANSPORTATION COMMISSION
Jim Predmore

ORANGE COUNTY

TRANSPORTATION AUTHORITY
Miguel Pulido

PUBLIC TRANSIT

REPRESENTATIVE
Paul Krekorian

RIVERSIDE COUNTY

TRANSPORTATION COMMISSION
Jan Harnik

SAN BERNARDINO COUNTY

TRANSPORTATION AUTHORITY
Alan D. Wapner

TRANSPORTATION CORRIDOR

AGENCIES
Peggy Huang

TRIBAL GOVERNMENT

REGIONAL PLANNING BOARD

REPRESENTATIVE
Andrew Masiel, Sr.

Pechanga Band of Luiseño Indians

VENTURA COUNTY

TRANSPORTATION COMMISSION
Mike T. Judge
Connect SoCal
vi

COMMUNITY,

ECONOMIC
& HUMAN

DEVELOPMENT

COMMITTEE
CHAIR
Peggy Huang
Transportation Corridor Agencies

VICE-CHAIR
Stacy Berry
City of Cypress
Al Austin II, Long Beach
David Avila, Yucaipa
Megan Beaman-Jacinto, Coachella
M. Belen Bernal, South Gate
Stacy L. Berry, Cypress
Russell Betts, Desert Hot Springs
Wendy Bucknum, Mission Viejo
Juan Carrillo, Palmdale
Michael C. Carroll, Irvine
Steve De Ruse, La Mirada
Rose Espinoza, La Habra
Margaret E. Finlay, Duarte
Vartan Gharpetian, Glendale
Micheal Goodland, Jurupa Valley
Bill Hodge, Calexico
Tim Holmgren, Fillmore
Peggy Huang, Transportation Corridor Agencies
Cecilia Hupp, Brea
Bill Jahn, Big Bear Lake
Robert S. Joe, South Pasadena
Kathleen Kelly, Palm Desert
Jed Leano, Claremont
Marisela Magaña, Perris
Jorge Marquez, Covina
Anni Marshall, Avalon
Andrew Masiel, Sr. , Pechanga Band of Luiseño Indians
Lauren Meister, West Hollywood
Bill Miranda, Santa Clarita
John A. Mirisch, Beverly Hills
James L. Mulvihill, San Bernardino
Steve Nagel, Fountain Valley
Trevor O’Neil, Anaheim
Edward Paget, Needles
Mike Posey, Huntington Beach
Jim Predmore, Holtville
Jan Pye, Desert Hot Springs
Rita Ramirez, Victorville
Rex Richardson, Long Beach
Paul A. Rodriguez, Chino
Sonny R. Santa Ines, Bellflower
Lyn Semeta, Huntington Beach
David J. Shapiro, Calabasas
Becky A. Shevlin, Monrovia
Tri Ta, Westminster
Joseph Tessari, Eastvale
Mark Waronek, Lomita
Acquanetta Warren, Fontana
Tony Wu, West Covina
Frank Yokoyama, Cerritos
Frank Zerunyan, Rolling Hills Estates

POLICY COMMITTEE MEMBERS
vii
Southern California Association of Governments

ENERGY &

ENVIRONMENT

COMMITTEE
CHAIR
Linda Parks
County of Ventura

VICE-CHAIR
David Pollock
City of Moorpark
Ana Beltran, Westmorland
Margaret Clark, Rosemead
Robert D. Copeland, Signal Hill
Maria Davila, South Gate
Ned E. Davis, Westlake Village
Paula Devine, Glendale
Jordan Ehrenkranz, Canyon Lake
Sandra Genis, Costa Mesa
Shari L. Horne, Laguna Woods
Elaine Litster, Simi Valley
Diana Mahmud, South Pasadena
Judy Mitchell, Rolling Hills Estates
Toni Momberger, Redlands
Cynthia Moran, Chino Hills
Greg Morena, Santa Monica
Oscar Ortiz, Indio
Jim Osborne, Lawndale
Linda Parks, County of Ventura
Jeannine Pearce, Long Beach
Luis Plancarte, County of Imperial
David Pollock, Moorpark
Miguel Pulido, Santa Ana
Carmen Ramirez, Oxnard
Greg Raths, Mission Viejo
Deborah Robertson, Rialto
Richard Rollins, Port Hueneme
Meghan Sahli-Wells, Culver City
Rhonda Shader, Placentia
Emma Sharif, Compton
Sharon Springer, Burbank
John Valdivia, San Bernardino
Edward H.J. Wilson, Signal Hill
Bonnie Wright, Hemet
Connect SoCal
viii

TRANSPORTATION

COMMITTEE
CHAIR
Cheryl Viegas-Walker
City of El Centro

VICE-CHAIR
Jess Talamantes
City of Burbank
Sean Ashton, Downey
Phil Bacerra, Santa Ana
Rusty Bailey, Riverside
Kathryn Barger, County of Los Angeles
Ben Benoit, Air District Representative
Will Berg, Port Hueneme
Austin Bishop, Palmdale
Drew Boyles, El Segundo
Arthur C. Brown, Buena Park
Joe Buscaino, Los Angeles
Ross Chun, Aliso Viejo
Jonathan Curtis, La Cañada Flintridge
Diane B. Dixon, Newport Beach
J. John Dutrey, Montclair
Emily Gabel-Luddy, Burbank
James Gazeley, Lomita
Jack Hadjinian, Montebello
Curt Hagman, County of San Bernardino
Ray Hamada, Bellflower
Jan Harnik, Riverside County Transportation Commission
Dave Harrington, Aliso Viejo
Steve Hofbauer, Palmdale
José Huizar, Los Angeles
Mike T. Judge, Ventura County Transportation Commission Trish Kelley, Mission Viejo
Paul Krekorian, Public Transit Representative
Linda Krupa, Hemet
Richard Loa, Palmdale
Clint Lorimore, Eastvale
Steve Manos, Lake Elsinore
Paul Marquez, Caltrans District 7
Ray Marquez, Chino Hills
Larry McCallon, Highland
Marsha McLean, Santa Clarita
Dan Medina, Gardena
L. Dennis Michael, Rancho Cucamonga
Lisa Middleton, Palm Springs
Fred Minagar, Laguna Niguel
Carol Moore, Laguna Woods
Cory C. Moss, Industry
Ara Najarian, Glendale
Frank J. Navarro, Colton
Hector Andres Pacheco, San Fernando
Charles E. Puckett, Tustin

POLICY COMMITTEE MEMBERS
ix
Southern California Association of Governments
Teresa Real Sebastian, Monterey Park
Ed Reece, Claremont
Dwight Robinson, Lake Forest
Carlos Rodriguez, Yorba Linda
Crystal Ruiz, San Jacinto
Ali Saleh, Bell
Tim Sandoval, Pomona
Rey Santos, Beaumont
Zak Schwank, Temecula
Marty Simonoff, Brea
Thomas Aujero Small, Culver City
Jeremy Smith, Canyon Lake
Larry Smith, Calimesa
Karen Spiegel, County of Riverside
Cynthia Sternquist, Temple City
Jess Talamantes, Burbank
Brent A. Tercero, Pico Rivera
Steve Tye, Diamond Bar
Cheryl Viegas-Walker, El Centro
Donald P. Wagner, County of Orange
Alan D. Wapner, San Bernardino County Transportation Authority Alicia Weintraub, Calabasas
OUR
CORE
VALUES
• Be Open
• Lead By Example
• Make An Impact
• Be Courageous
Connect SoCal
x
RESOLUTION NO. 20-624-1

A RESOLUTION OF THE SOUTHERN

CALIFORNIAASSOCIATION OF GOVERNMENTS
(SCAG) ADOPTING THE 2020-2045 REGIONAL

TRANSPORTATION PLAN/SUSTAINABLE COMMUNITIES

STRATEGY (CONNECT SOCAL) PROGRAM

ENVIRONMENTAL IMPACT REPORT (PEIR) ADDENDUM

AND APPROVING CONNECT SOCAL IN ITS ENTIRETY
WHEREAS, the Southern California Association
of Governments (SCAG) is a Joint Powers Agency
established pursuant to California Government Code
Section 6502 et seq.;
WHEREAS, SCAG is the designated Metropolitan
Planning Organization (MPO) for the counties of Los
Angeles, Riverside, San Bernardino, Ventura, Orange,
and Imperial, pursuant to Title 23, United States Code
Section 134(d);
WHEREAS, SCAG is responsible for maintaining
a continuing, cooperative, and comprehensive
transportation planning process which involves the
preparation and update every four years of a Regional
Transportation Plan (RTP) pursuant to Title 23, United
States Code Section 134 et seq., Title 49, United
States Code Section 5303 et seq., and Title 23, Code of Federal Regulations Section 450 et seq.;
WHEREAS, SCAG is the multi-county designated
transportation planning agency under state law, and
as such is responsible for preparing, adopting and
updating every four years the RTP and Sustainable
Communities Strategy (SCS) pursuant to Government
Code Section 65080 et seq.;
WHEREAS, pursuant to Senate Bill 375 (Steinberg,
2008) as codified in Government Code Section
65080(b) et seq., SCAG prepared an SCS as a
component of the RTP document that demonstrates
how the region will meet its greenhouse gas (GHG)
reduction targets as determined by the California Air
Resources Board (ARB);
WHEREAS, ARB set the per capita GHG emission
reduction targets from automobiles and light trucks
for the SCAG region at 8% below 2005 per capita
emissions levels by 2020 and 19% below 2005 per
capita emissions levels by 2035;
WHEREAS, pursuant to Government Code Section
65080(b)(2)(B), the SCS must: (1) identify the general
location of uses, residential densities, and building
intensities within the region; (2) identify areas within the region sufficient to house all the population of
the region, including all economic segments of the
population, over the course of the planning period of
the regional transportation plan taking into account net migration into the region, population growth,
household formation and employment growth; (3)
identify areas within the region sufficient to house
an eight-year projection of the regional housing
need for the region pursuant to Government Code
Section 65584; (4) identify a transportation network
to service the transportation needs of the region;
(5) gather and consider the best practically available
scientific information regarding resource areas and
farmland in the region as defined in subdivisions
(a) and (b) of Section 65080.01; and (6) consider
the state housing goals specified in Sections 65580
and 65581, (7) set forth a forecasted development
pattern for the region, which, when integrated with
the transportation network, and other transportation
measures and policies, will reduce the GHG emissions
from automobiles and light trucks to achieve the GHG
reduction targets approved by the state board, and
(8) allow the RTP to comply with air quality conformity requirements under the federal Clean Air Act;
WHEREAS, through the continuing, comprehensive
and coordinated transportation planning process
in conformance with all applicable federal and state
requirement, SCAG developed and prepared the
2020-2045 Regional Transportation Plan/Sustainable
Communities Strategy (“RTP/SCS,” “Connect SoCal”
or “Plan”);
WHEREAS, Connect SoCal sets forth the long-
range regional plan, policies and strategies for
transportation improvements and regional growth
throughout the SCAG region through the horizon
year of 2045;
WHEREAS, Connect SoCal includes a regional growth
forecast that was developed by working with local
jurisdictions using the most recent land use plans and
policies and planning assumptions;
WHEREAS, Connect SoCal includes a financial plan
identifying the revenues committed, available or
reasonably available to support the SCAG region’s
surface transportation investments. The financial
plan was developed following basic principles
including incorporation of county and local financial
planning documents in the region where available,
and utilization of published data sources to evaluate
historical trends and augment local forecasts
as needed;
WHEREAS, Connect SoCal includes a financially
constrained plan and a strategic plan. The constrained
plan includes transportation projects that have
committed, available or reasonably available revenue
sources, and thus are probable for implementation.

The strategic plan is an illustrative list of additional transportation investments that the region would
pursue if additional funding and regional commitment
were secured; and such investments are potential
candidates for inclusion in the constrained RTP/SCS
through future amendments or updates. The strategic
plan is provided for information purposes only and is
not part of the financially constrained and conforming
Connect SoCal;
WHEREAS, Connect SoCal includes a sustainable
communities strategy which sets forth a forecasted
development pattern for the region, which, when
integrated with the transportation network, and
other transportations measures and policies, if
implemented, will reduce the GHG emissions from
xi
Southern California Association of Governments
automobiles and light trucks to achieve the regional
GHG targets set by ARB for the SCAG region;
WHEREAS, Connect SoCal must comply with all
applicable provisions of federal and state law including but not limited to:
(1) The Moving Ahead for Progress in the 21st Century
Act (MAP-21, PL 112-141) and the metropolitan
planning regulations at Title 23, United States
Code Section 134 et seq., as was amended by the
Fixing America’s Surface Transportation Act (P.L. I
14-94, December 4, 2015);
(2) The metropolitan planning regulations at 23 C.F.R.

Part 450, Subpart C;
(3) California Government Code Section 65080 et seq.;
Public Utilities Code Section 130058 and 130059;
and Public Utilities Code Section 44243.5;
(4) Sections 174 and 176(c) and (d) of the federal Clean Air Act [(42 U.S.C. §§7504 and 7506(c) and (d)]
and U.S. Environmental Protection Agency (EPA)
transportation conformity regulations, 40 C.F.R.

Parts 51 and 93;
(5) Title VI of the 1964 Civil Rights Act and the Title VI assurance executed by the State pursuant to Title
23, United States Code Section 324;
(6) The Department of Transportation’s Final
Environmental Justice Strategy (60 Fed. Reg.
33896; June 29, 1995) enacted pursuant to
Executive Order 12898, which seeks to avoid
disproportionately high and adverse impacts on
minority and low-income populations with respect
to human health and the environment;
(7) Title II of the 1990 Americans with Disabilities Act (42 U.S.C. §§ 12101 et seq.) and its accompanying
regulations (49 C.F.R. §§ 27, 37, and 38); and
(8) SB 375 (Steinberg, 2008) as codified in California
Government Code §65080(b) et seq.;
WHEREAS, pursuant to the California Environmental
Quality Act (CEQA) (Cal. Pub. Res. § 21000 et seq.) and CEQA Guidelines (Cal. Code Regs., Tit. 14, §15000 et
seq.), SCAG, as the Lead Agency, prepared the Final
Program Environmental Impact Report (PEIR) for
Connect SoCal;
WHEREAS, SCAG has also prepared and adopted
a Mitigation Monitoring and Reporting Program in
compliance with Public Resources Code §21081.6 and
CEQA Guidelines §15097;
WHEREAS, in non-attainment and maintenance areas
for transportation-related criteria pollutants, the
MPO, as well as the Federal Highways Administration
(FHWA) and Federal Transit Administration (FTA), must
make a transportation conformity determination on
any updated or amended RTP in accordance with
the federal Clean Air Act to ensure that federally
supported highway and transit project activities
conform to the purpose of the State Implementation
Plan (SIP);
WHEREAS, transportation conformity is based upon
a positive conformity finding with respect to the
following tests: (1) regional emissions analysis, (2)
timely implementation of Transportation Control
Measures, (3) financial constraint, and (4) interagency consultation and public involvement;
WHEREAS, pursuant to Government Code §65080(b)
(2)(F) and federal public participation requirements,
including 23 C.F.R. §450.316(b)(l)(iv), SCAG must
prepare the RTP/SCS by providing adequate public
notice of public involvement activities and time for
public review. On September 6, 2018, SCAG approved
and adopted a Public Participation Plan, to serve as a
guide for SCAG’s public involvement process, including
the public involvement process to be used for the
Connect SoCal, and included an enhanced outreach
program that incorporates the public participation
requirements of SB 375 and adds strategies to better
serve the underrepresented segments of the region;
WHEREAS, pursuant to Government Code §65080(b)
(2)(F)(iii), during the summer 2019, SCAG held a series of RTP/SCS public workshops throughout the region,
including residents, elected officials, representatives of public agencies, community organizations, and
environmental, housing and business stakeholders;
WHEREAS, in accordance with the interagency
consultation requirements, 40 C.F.R. §93.105, SCAG
consulted with the respective transportation and
air quality planning agencies, including but not
limited to, extensive discussion of the Draft Connect
SoCal Transportation Conformity Technical Report
before the Transportation Conformity Working
Group (a forum for implementing the interagency
consultation requirements) throughout the RTP/SCS
update process;
WHEREAS, the Transportation Conformity Technical
Report contained in Connect SoCal makes a positive
transportation conformity determination. Using
the final motor vehicle emission budgets submitted
by ARB and approved or found to be adequate by
EPA, this conformity determination is based upon
staff’s analysis of the applicable transportation
conformity tests;
WHEREAS, SCAG released the Draft Connect SoCal
and the associated Draft Amendment No. 19-12 to the
2019 FTIP for a 60-day public review and comment
period that began on November 14, 2019 and ended
on January 24, 2020;
WHEREAS, SCAG followed the provisions of its
adopted Public Participation Plan regarding public
involvement activities for the Draft Connect SoCal
and Draft PEIR. Public outreach efforts included
publication of the Draft Connect SoCal and Draft PEIR
on SCAG’s website, distribution of public information
materials, held three (3) duly-noticed public hearings
(public hearings were video-conferenced to 5 regional
offices in different counties), and 21 elected official briefings within the SCAG region to allow stakeholders, elected officials and the public to comment on the
Draft Connect SoCal and the Draft PEIR;
WHEREAS, during the public review and comment
period, SCAG received 107 verbal and written
comment submissions on the Draft Connect SoCal;
WHEREAS, SCAG staff presented an overview of the
comments received on the Draft Connect SoCal and
Draft PEIR, and a proposed approach to the responses,
to the Policy Committees and Regional Council on
March 5, 2020;
WHEREAS, comment letters on the Draft Connect
SoCal as well as staff responses were posted on the
SCAG website on March 27, 2020, and included as part
of the Final Connect SoCal, Public Participation and
Connect SoCal
xii
Consultation Technical Report, Appendix 2-4. SCAG
also notified all commenters of the availability of the comments and responses;
WHEREAS, on May 7, 2020, SCAG’s three Policy
Committees met and each recommended that the
Regional Council approve Resolution No. 20-621-1
to certify the proposed Final PEIR and approve the
proposed Final Connect SoCal for purposes of federal
transportation conformity only;
WHEREAS, the Regional Council had the opportunity
to review and consider the proposed Final Connect
SoCal and its related technical reports in its entirety as well as the staff report related to the proposed Final
Connect SoCal, as part of a public meeting held on
May 7, 2020;
WHEREAS, on or about May 7, 2020, the Regional
Council adopted Resolution No. 20-621-1 wherein it
certified the Final PEIR and approved Connect SoCal
for federal transportation conformity purposes only,
and postponed for up to 120 days approval of Connect
SoCal in its entirety and for all other purposes;
WHEREAS, on May 14, 2020, SCAG staff submitted
Connect SoCal and 2019 FTIP Amendment No. 19-12
to FHWA and FTA for a final transportation conformity
determination in accordance with the Federal Clean
Air Act and EPA transportation conformity regulations,
40 C.F.R. Parts 51 and 93;
WHEREAS, on June 5, 2020, FHWA and FTA jointly
determined that transportation conformity
requirements have been met for Connect SoCal and
2019 FTIP Amendment No. 19-12;
WHEREAS, staff engaged with a diverse array of
stakeholders to consider the impacts of COVID-19 on
Connect SoCal;
WHEREAS, staff worked with local jurisdictions to
restore entitlements and their phasing as conveyed
by jurisdictions, and conducted technical analysis to
quantify all differences within the SCS and locally-
approved General Plans and quantify the increase
(or decrease) in housing, jobs or population between
Connect SoCal and each local General Plan;
WHEREAS, on July 2, 2020, staff presented to each of
the three Policy Committees and the Regional Council,
a progress report describing modifications to the SCS
and associated modeling and analysis;
WHEREAS, SCAG has prepared an Addendum to
the Connect SoCal PEIR (Addendum) to evaluate the
technical refinements for Connect SoCal and address
two comment letters from the Center of Biological
Diversity (CBD) received on May 1, 2020 and May 6,
2020, wherein CBD requested expanded background
information related to environmental setting,
environmental impacts, and consideration of other
mitigation measures;
WHEREAS, while SCAG is not obligated to respond to
late comments (as the public review period occurred
from December 9, 2019 to January 24, 2020), in the
interest of providing as much information to the public as possible, SCAG has addressed CBD’s comments and
incorporated additional information;
WHEREAS, pursuant to CEQA Guidelines Section
15164(a), an Addendum may be prepared by the
Lead Agency that prepared the original EIR if some
changes or additions are necessary, but none of
the conditions have occurred set forth under CEQA
Guidelines Section 15162 requiring preparation of a
Subsequent EIR;
WHEREAS, the Addendum reflects SCAG’s clarification
and addition of information requested by CBD and
analysis of the technical refinements and concludes
that the PEIR is sufficient for addressing the potential environmental impacts and mitigation measures
for the Plan;
WHEREAS, based on CBD’s comment letters, SCAG has
refined the mitigation measures and has prepared
a Revised Mitigation Monitoring and Reporting
Program (MMRP);
WHEREAS, SCAG has prepared an Errata to the Final
Connect SoCal PEIR and to the adopted Findings as
the previously adopted Final PEIR incorrectly identified Growth Forecast Guiding Principles as Plan Principles;
WHEREAS, pursuant to SB 375, Connect SoCal includes
the SCS which is required to meet GHG reduction
targets from automobiles and light trucks for 2020 and
2035 as set by ARB;
WHEREAS, the SCS must identify areas within the
region sufficient to house an eight-year projection of
the regional housing need for the region pursuant to
Section 65080(b)(2)(B)(iii);
WHEREAS, the Regional Housing Needs Assessment
(RHNA) is mandated by state housing law as part
of the periodic process of updating local housing
elements contained in General Plans. The RHNA
quantifies the need for housing by income categories
within each jurisdiction over a specified eight-year
period and requires that local jurisdictions make
available sufficient zoned capacity to accommodate
this need;
WHEREAS, the state Legislature intended that housing
planning be coordinated and integrated with the
regional transportation plan and SCS. To achieve
this goal, the RHNA allocation plan shall allocate
housing units within the region consistent with the
development pattern included in the SCS (Govt. Code §
65584.04(m));
WHEREAS, as a result of stakeholder outreach, SCAG
staff received requests to clarify the limits of SCAG’s authority with respect to the TAZ-level growth forecast data used for Connect SoCal regional modeling
purposes, and the relationship of such data with local
jurisdictions’ implementation of their respective RHNA
housing allocations; and
WHEREAS, all legal prerequisites to the adoption of
this Resolution have occurred.

NOW THEREFORE, BE IT RESOLVED, the Regional
Council hereby adopts the Addendum to the Connect
SoCal PEIR and approves Connect SoCal in its entirety.

BE IT FURTHER RESOLVED by the Regional
Council that:

1. The Addendum to the Connect SoCal PEIR has
been completed in compliance with CEQA.

2. Based on substantial evidence provided in the
Addendum, the Final PEIR and other materials in
the record, SCAG determines that the impacts of
xiii
Southern California Association of Governments
the Plan fall within the analyses in the Final PEIR
as the Plan has no new significant environmental
impacts; no substantial increase in the severity
of previously identified significant effects; no
mitigation measures or alternatives previously
found infeasible are now feasible; and no
mitigation measures or alternatives which are
considerably different from those in the Final PEIR
that would substantially reduce significant effects
are declined to be adopted. Thus, a subsequent or
supplemental EIR is not required.

3. Some changes or additions are necessary to the
PEIR, making an Addendum the appropriate CEQA
document for Connect SoCal refinements (CEQA
Guidelines 15164).

4. Pursuant to Public Resources Code section
21081.6, the Regional Council hereby adopts the
Revised Mitigation and Monitoring and Reporting
Program (MMRP) attached to this Resolution as
Exhibit A and the Errata to the Findings of Fact,
attached to this Resolution as Exhibit B.

5. In consideration of the certified Connect SoCal
PEIR and the Addendum to the PEIR, the Regional
Council hereby approves Connect SoCal and finds
as follows:
a. Connect SoCal complies with all applicable
federal and state requirements, including the
metropolitan planning provisions as identified
in the Code of Federal Regulations Title 23
Part 450 and Title 49, Part 613, and other
state planning requirements as identified in
California Government Code Section 65080.

Specifically, Connect SoCal fully addresses the
requirements relating to the development
and content of metropolitan transportation
plans as set forth in 23 C.F.R.§450.322 et seq.,
including issues relating to: identification of
transportation facilities that function as an
integrated metropolitan transportation system;
operational and management strategies;
safety and security; performance measures;
environmental mitigation; the need for a
financially constrained plan; consultation
and public participation; and transportation
conformity;
b. The SCS prepared as part of Connect SoCal
complies with the emission reduction
targets established by ARB and meets the
requirements of SB 375 (Steinberg, 2008)
as codified in Government Code §65080(b) et
seq. by achieving GHG emission reductions at
8% below 2005 per capita emissions levels by
2020 and 19% below 2005 per capita emissions
levels by 2035;
c. Connect SoCal’s preferred land use scenario
and corresponding forecast of population,
household and employment growth is
adopted at the jurisdictional level, and any
corresponding sub-jurisdictional level data and/
or maps are advisory only.

6. The Regional Council hereby directs staff to submit
the SCS to ARB to review SCAG’s determination
that the SCS meets the regional GHG emission
reduction targets;

7. The Regional Council hereby clarifies the limits
of SCAG’s authority with respect to the use of
TAZ-level data and the relationship between
the Connect SoCal growth forecast and local
jurisdictions’ implementation of their respective
RHNA allocations as follows:
a. Pursuant to state planning law (SB 375),
SCAG’s 2020-2045 Regional Transportation
Plan/Sustainable Communities Strategy (RTP/
SCS), known as “Connect SoCal,” is required
to meet greenhouse gas emissions (GHG)
reduction targets from automobiles and
light trucks for 2020 and 2035 as set by the
California Air Resources Board (CARB). With
regard to implementation of the sustainable
communities strategy (SCS), SB 375 specifically
provides that nothing in the SCS shall be
interpreted as superseding the exercise of
the land use authority of cities and counties
within the region. Further, SB 375 may not
be interpreted to authorize the abrogation of
any vested right whether created by statute or
by common law, and may not require a city’s
or county’s land use policies and regulations,
including its general plan, to be consistent with
such plan. (Cal. Govt. Code § 65080(b)(2)(K)).
b. The Regional Housing Needs Assessment
(RHNA) is mandated by state housing law as
part of the periodic process of updating local
housing elements contained in General Plans.

The RHNA quantifies the need for housing by
income categories within each jurisdiction over
a specified eight-year period and requires that
local jurisdictions make available sufficient
zoned capacity to accommodate this need.
c. SCAG’s legislative platform reflects its support
of consistency within state law regarding the
sometimes competing demands contained
within SB 375 and the RHNA

1. d. The limits of SCAG’s authority are reflected
in the following Growth Forecast Guiding
Principles contained in Connect SoCal, which
are hereby clarified as follows (additions are
in italics):
i. Connect SoCal will be adopted at the
jurisdictional-level, and directly reflects the
population, household and employment
growth projections that have been reviewed
and refined with feedback from local
jurisdictions through SCAG’s Bottom-Up
Local Input and Envisioning Process. The
growth forecast maintains these locally
informed projected jurisdictional growth
totals, meaning future growth is not
reallocated from one local jurisdiction
to another.
ii. Connect SoCal’s growth forecast at the
Transportation Analysis Zone (TAZ) level
is controlled to not exceed the maximum
density of local general plans as conveyed by
jurisdictions, except in the case of existing
entitlements and development agreements.

TAZ-level growth projections are utilized by
SCAG for regional modeling purposes and
are not adopted as part of Connect SoCal
nor included as part of the Forecasted
1 See SCAG 2020 Legislative Platform at: http://www.scag.ca.gov/ programs/Documents/LegislativePriorities/SCAG-2020-legislative- platform-STATE.pdf
Connect SoCal
xiv
Regional Development Pattern. The
Forecasted Regional Development Pattern
for Connect SoCal reflects the policies and
strategies of the Plan and includes existing
entitlements and development agreements
conveyed by jurisdictions, as depicted in the
Connect SoCal Sustainable Communities
Technical Report.
iii. For the purpose of determining consistency
with Connect SoCal for California
Environmental Quality Act (CEQA), grants or
other opportunities, lead agencies such as
local jurisdictions have the sole discretion
in determining a local project’s consistency;
SCAG may also evaluate consistency for
grants and other resource opportunities;
consistency should be evaluated utilizing the
goals and policies of Connect SoCal and its
associated Program Environmental Impact
Report (PEIR). However, TAZ-level growth
projections for households, employment
or population reflected in TAZ Maps may
not be utilized to determine consistency or
inconsistency with Connect SoCal2.
iv. TAZ-level data or any data at a geography
smaller than the jurisdictional-level has
been utilized to conduct required modeling
analyses and is therefore advisory only and
non-binding, given that sub-jurisdictional
forecasts are not adopted as part of
Connect SoCal. TAZ-level data may be used
by jurisdictions in local planning as they
deem appropriate, and Connect SoCal does
not supersede or otherwise affect local
jurisdiction authority or decisions on future
development, including entitlements and
development agreements. There is no
2 “TAZ-level growth projections” refer to the disaggregation of the regional and jurisdictional population, household, employment growth forecasts developed as part of the final, adopted Connect SoCal, and is in contrast to other TAZ-level data such as locally envisioned growth projections (i.e., “local input”) or the 2016 base-year TAZ-level data developed by SCAG. “TAZ Maps” refer to visualizations in a map format of the TAZ-level growth projections within a TAZ boundary, which may be created by SCAG, and such maps are not developed, included, contained, approved or adopted as part of Connect SoCal. obligation by a jurisdiction to change its land
use policies, General Plan, or regulations to
be consistent with Connect SoCal.
v. SCAG will maintain communication with
agencies that use SCAG’s subjurisdictional-
level data to ensure that the “advisory
and nonbinding” nature of the data is
appropriately maintained.
e. TAZ-level growth forecast projections are
used by SCAG staff for overall, regional-scale
planning and modeling purposes in preparing
Connect SoCal and to confirm data related
to existing entitlements and development
agreements. Given the scale at which their use
is meaningful, these TAZ-level growth forecasts
do not create any prescriptive or recommended
cap or limit on the intra-jurisdictional locations
of household/housing, employment or
population within the boundaries of individual
jurisdictions. SCAG is a regional planning
organization and does not possess any land use
authority, nor does it have enough information
at the local level to constrain or otherwise
affect individual projects and plans at an intra-
jurisdictional scale.
f. The SCS was developed to comply with state
greenhouse gas reduction requirements
pursuant to SB 375, and is intended to serve
as an advisory and elective planning vision
for consideration by other stakeholders and
implementing agencies, and local control of
land use decision-making is not intended
to be constrained or limited in any way by
Connect SoCal.
g. In the event a project or plan located within
a given TAZ boundary would exceed the
projected growth as depicted within a TAZ Map
utilized for overall, regional-scale modeling and
forecasting, SCAG affirms that such TAZ Maps
would not present a prescription, constraint or
limit on household/housing, employment and
population growth.
h. SCAG confirms that the Connect SoCal TAZ-level
growth projections reflected in TAZ Maps do
not constitute a prescriptive “pattern” of future
development in Connect SoCal for General
Plan or zoning code amendments (including
intra-jurisdictional RHNA compliance and
housing element updates), or for any individual
project approval. The distribution and types of
RHNA housing units allocated within each local
jurisdiction continues to be fully and completely
subject to local control and subject to other
applicable laws, and not be constrained or
affected by the TAZ-level growth projections.
i. SCAG recognizes that cities and counties will
foreseeably update their housing elements
as part of General Plans and amend zoning
designations to accommodate the state-
mandated RHNA sixth cycle allocation. For
many cities and counties, the required RHNA
General Plan and zoning changes may need
to accommodate more housing units than
reflected in the Connect SoCal’s household and
population growth projections for individual
or combined TAZs within the jurisdiction
(“Exceedances”). Given SCAG’s use of TAZ-level
growth projections for regional planning and
modeling purposes, and the local jurisdictions’
obligations to comply with state housing laws
including RHNA, SCAG agrees that in the event
of any Exceedances at the jurisdictional and/
or intra-jurisdictional levels, such Exceedances
may not be used to impede a local jurisdiction’s
compliance with the sixth cycle RHNA
requirements, to assess impacts of a plan or
project under CEQA, or affect eligibility for
state funding.
j. Nothing in this Resolution creates any
affirmative enforcement obligation by SCAG
against any third party;

8. That the foregoing recitals are true and correct and incorporated herein by this reference; and

9. SCAG’s Executive Director or his designee is
authorized to make minor modifications, finalize
and transmit the final Connect SoCal in its entirety,
including but not limited to submittal to ARB.
xv
Southern California Association of Governments
PASSED, APPROVED AND ADOPTED by the Regional
Council of the Southern California Association of
Governments at its regular meeting this 3rd day of
September 2020.

Rex Richardson
President, SCAG
Council Member, City of Long Beach
Attested by:

Kome Ajise
Executive Director
Justine Block
Acting Chief Counsel
Approved as to Form:

WELCOME
1 Connect SoCal - The 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy MAKING

CONNECTIONS
Connect SoCal
2 OUR PLAN
As the largest metropolitan planning organization in the country, the Southern California Association of Governments (SCAG) has worked collaboratively with transportation agencies across Southern California for the last fifty years to align and better connect transportation investments across the six-county region through the adoption of Regional Transportation Plans.

The enactment of SB 375 in 2009 introduced a requirement to reduce greenhouse gas emissions, essentially codifying the integrated transportation and land use planning that our region had already initiated with the 2008 Regional Transportation Plan. Through our continuing efforts to better align transportation investments and land use decisions, we strive to improve mobility and reduce greenhouse gases not just by building new and bigger infrastructure, but also by bringing housing and jobs closer together, making commutes shorter and making it easier to get around without a car.

Guided by the leadership of the Regional Council, in 2012 SCAG adopted the region’s first Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS)—a plan we now call Connect SoCal. As might be expected, the vision for that plan was big: we would build more than 20 miles of light rail, creating a rail backbone to serve the entire region; we would accommodate 51 percent of all future housing near major transit stations and corridors; we would replace gas taxes with mileage-based user fees to ensure a long-term sustainable funding mechanism that isn’t eroded by rising fuel efficiency and construction costs.

By many metrics, we’ve succeeded in meeting these ambitious objectives, advancing the Core Vision of our plan. Between 2009 and today, our region has constructed 61 miles of rail, a number that will continue to grow as projects embraced through voter-approved initiatives come to fruition. We collaborated with the state to implement California’s Active Transportation Program, bringing nearly $500 million to local agencies to complete critical mobility and safety projects. Our persistence in advocating for increased transportation revenue was rewarded with passage of Senate Bill 1, a funding bill that generates $52 billion statewide over the next 10 years to maintain and preserve our transportation infrastructure.

However, despite our progress, we only narrowly achieve our 2020 target for greenhouse gas emission reductions, the core metric by which our

OUR REGION
Southern California is a region shaped by big dreams and big ideas. With an economy that continues to grow and thrive on the aspirations, courage and hard work of almost 19 million people, we are a region that retains and attracts people in search of opportunity and freedom. Our population is greater than all but four states. We are the 15th biggest economy in the world. Our geography spans more than 38,000 square miles, making us as large as the entire state of Indiana. The size and diversity of our region across a wide range of measures is extraordinary.

It is no surprise then that the infrastructure underlying the successful development of our region is huge. Our regional roadway network spans over 135,000 lane miles
1 — laid end-to-end, that is enough to circle the globe more than five times. We are home to the two largest container ports in the Western Hemisphere, the world’s fourth busiest airport, and soon the world’s longest light rail transit line, with the completion of the Regional Connector, which will connect transit lines from the Los Angeles Civic Center to the Financial District. Achieving this level of development has been a feat of engineering and ingenuity: tunneling under cities and across earthquake faults, scaling mountains and bridging rivers and canyons.

Our urban form also reflects extraordinary vision and leadership: the big ideas and persistence of community members seeking healthy and safe neighborhoods; civic leaders who through collaboration and compromise found a way to move initiatives forward; voters bold enough to tax themselves so that county transportation commissions—the region’s implementing agencies—can fund and build critical transportation infrastructure projects. These collective efforts keep the region moving in an environmentally sustainable, economically efficient and socially equitable manner.
1 Caltrans Highway Performance Monitoring System (HPMS) Data (2017) 3 Welcome Making Connections

WHY WE CALL IT

CONNECT SOCAL
Connect SoCal charts a path toward
a more mobile, sustainable and
prosperous region by making
connections between transportation
networks, between planning strategies
and between the people whose
collaboration can improve the quality of
life for Southern Californians
region’s sustainability is judged. Transit ridership is falling, despite billions of dollars in investment and increased development in station areas. Deaths from traffic collisions are rising. Housing costs are increasing, along with homelessness. We must do better.

OUR VISION
Connect SoCal was developed through a four-year planning process involving rigorous technical analysis, extensive stakeholder engagement and robust policy discussions with local elected leaders, who make up SCAG’s policy committees and Regional Council. SCAG’s leadership explored the challenges and barriers to the transformative change our region needs to address demographic and economic shifts, including an increasingly aging and economically inequitable society. Our analysis considered both the physical constraints and economic barriers of continuing to grow rapidly on the fringes of the region. Our policy committees reviewed and discussed emerging technologies and transportation innovations aimed at relieving congestion, while reducing emissions.

Through this extensive planning process, we discovered not just one technological advancement or signature transportation project to advance our goals and vision, but many. Reflecting the size and diversity of our region, Connect SoCal continues to aim toward transformative change by providing a clear vision for collective action. For example, the region has already committed significant resources to improve and expand the transit system. However, the solutions to transit ridership decline are not limited to what transit agencies can do. Rather, the solutions involve collective action regarding how we prioritize the use of streets and curb space, for people not cars; how our land use plans encourage more housing and jobs closer to each other and to transit; how we use technology to improve safety and provide meaningful choices to travelers; and how we price and manage use of the automobile.

We know that small changes can have a great impact. Taking the step of reforming how local jurisdictions permit accessory dwelling units, 2016’s Senate Bill 1069 resulted in a dramatic statewide increase in construction permits for those units. Similarly, our 2018 transit ridership study with the University of California Los Angeles Institute of Transportation Studies found that if one out Connect SoCal
4 of every four people (who rarely ride transit) took transit just twice a month, it would more than make up for the region’s lost ridership. It has also been proven that every dollar spent on early preventive maintenance can save five to 10 times as much on pavement rehabilitation or replacement costs for our vast roadway network.

The transformative change we seek does not require a radical shift in course.

Our critical mission is to complete the Core Vision of our decades-long planning efforts and continue to build on past plans and successes. We must enhance and build out the transit network as the backbone of a mobility system that allows people to move freely without the personal, social and environmental cost of a car. We have to create complete streets across our communities such that people are prioritized over vehicles. And we must maintain the system we have and expand where necessary to ensure useful life and efficiency. We will adopt policies to encourage emerging technologies and mobility innovations that support rather than hamper regional goals. We will locate housing, jobs and transit closer together in priority growth areas while preserving natural lands and open spaces.

To complete the “last mile” towards our sustainability goals, Connect SoCal builds upon this Core Vision for Southern California with regional initiatives, or Key Connections, that link the built environment and transportation system with policies, projects and programs that strengthen and enhance each other beyond what each would accomplish in isolation. For example, we will foster housing construction in transit rich areas by deregulating parking, promoting housing supportive infrastructure, and supporting innovative self-help financing districts. We will encourage regional coordination to incentivize shared mobility, as mobility services and new technologies gain mode share. We will ensure the safe and fluid movement of goods while committing to the broad deployment of zero- and near-zero emission technologies.

Altogether, the multimodal transportation projects and strategies included in Connect SoCal represent an investment of over $638 billion over the next 25 years. In addition to meeting our greenhouse gas reduction target, Connect SoCal will deliver significant benefits to the region with respect to mobility, safety, health outcomes, travel time reliability, air quality, economic productivity, environmental justice, and transportation asset condition.

Technology will be integral to the solutions we need. The way we work, shop and travel has been transformed by a device that fits in our pockets. These

CORE VISION
Connect SoCal builds upon and expands
land use and transportation strategies
established over several planning cycles
to increase mobility options and achieve
a more sustainable growth pattern

KEY CONNECTIONS
To augment the Core Vision of the
plan, Connect SoCal includes new
initiatives at the intersection of land
use, tranportation and technology
to close the gap and reach our
greenhouse gas reduction goals
5 Welcome Making Connections
Connect SoCal
Plan Summary
innovations point to the tremendous opportunity to shift travel behaviors through small changes: the potential to unlock the promise of our big sustainability vision with investments in access, connectivity and technology.

LET’S CONNECT SOCAL TOGETHER
The following pages of Connect SoCal provide further detail on the challenges facing our region, our shared goals and transportation and land use strategies, and how we intend to realize them. It is a compass, not a roadmap. It is a vision, not a guarantee. As has always been the case, the big dreams and big ideas that have shaped the landscape of Southern California will only be realized through hard work and collaboration. Let’s Connect SoCal together! CORE
VISION
Connect SoCal builds upon and expands land use and
transportation strategies established over several
planning cycles to increase mobility options and achieve a more sustainable growth pattern. Progress and next
steps to advance the Core Vision can be found throughout Chapter 3
KEY

CONNECTIONS
To augment the Core Vision of the plan, Connect SoCal
includes new initiatives at the intersection of land
use, tranportation and technology to close the gap
and reach our greenhouse gas reduction goals. Key
Connections can be found in Chapter 3
FUNDING $638.9 Billion
2035 GHG 19% Reduction Relative to 2005 Per Capita

ECONOMIC
IMPACT
• 168,400 New Jobs Supported by Transportation
Investments
• 264,500 New Jobs Supported by Improved
Competitiveness
• $346 Million Saved Per Year in Healthcare Spending
• $180 Million Saved Per Year on Air Pollution-Related
Health Incidences
• $1.00 Investment = $2.06 Benefit

PLAN BENEFITS

25.7% Decrease in time spent in traffic delay per capita

5.0% Decrease in daily miles driven per capita

CHAPTER
1 7

ABOUT THE PLAN
CHAPTER 1
Connect SoCal - The 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy Connect SoCal
8 LAWS THAT GUIDE THE PLAN
Key laws and requirements that drive Connect SoCal include:
z Developing a Regional Transportation Plan (RTP) - SCAG is required by federal law to prepare and update a long-range RTP (23 U.S.C. §134 et seq.). The RTP must include, among other things: the identification of transportation facilities such as major roadways, transit, intermodal facilities and connectors that function as an integrated metropolitan system over at least a 20 year forecast period; a financial plan demonstrating how the RTP can be implemented with “reasonably available” resources and additional financial approaches; strategies to improve existing facilities and relieve vehicular congestion and maximize the safety and mobility of people and goods; and environmental mitigation activities. (23 U.S.C. §134 (i)(2)). z Keeping up with Clean Air Act Requirements - With respect to air quality, most areas within the SCAG region have been designated as nonattainment or maintenance areas for one or more transportation- related criteria pollutants. Pursuant to the federal Clean Air Act, SCAG’s 2020 RTP/SCS is required to meet all federal transportation conformity requirements, including regional emissions analysis, financial constraint, timely implementation of transportation control measures, and interagency consultation and public involvement (42 U.S.C. §7401 et seq.).
z Monitoring System Performance - With the passage of the ‘Moving Ahead for Progress in the 21st Century’ (MAP-21) federal transportation authorization legislation in 2012, transportation system performance planning and monitoring also became a federal mandate. This commitment to a national performance management and reporting system was further solidified with the passage of the subsequent federal transportation authorization package (the ‘FAST Act’) in 2015.

SCAG has been a pioneer in the development and use of performance metrics to evaluate progress toward achieving regional goals before MAP-21/FAST Act became law, a practice that has only gained momentum in recent years. Starting with the 1998 RTP, SCAG has been using quantitative performance measures to evaluate how well the RTP may achieve the regional goals established in the plan.

WHAT IS CONNECT SOCAL?
As a metropolitan planning organization – the largest in the nation – SCAG is responsible for developing long-range transportation plans and a sustainability strategy for a vast and varied region. The centerpiece of that planning work is Connect SoCal, our 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS). The plan charts a path toward a more mobile, sustainable and prosperous region by making key connections: between transportation networks, between planning strategies and between the people whose collaboration can make plans a reality.

SCAG is just one part of a large body of governments and public organizations that collectively plan, construct, operate and maintain the region’s transportation system. SCAG’s work helps facilitate implementation, but the agency does not directly implement or construct projects. The policies and strategies laid out in Connect SoCal materialize only in collaboration with local, county, state, federal and private partners.

Connect SoCal embodies a collective vision for the region’s future, through the horizon year of 2045. It is developed with input from a wide range of constituents and stakeholders within the Counties of Imperial, Los Angeles, Orange, Riverside, San Bernardino and Ventura, including public agencies, community organizations, elected officials, tribal governments, the business community and the general public.

Connect SoCal is an important planning document for the region, allowing public agencies who implement transportation projects to do so in a coordinated manner, while qualifying for federal and state funding. The plan includes robust financial analysis that considers operations and maintenance costs to ensure our existing transportation system’s reliability, longevity, resilience and cost effectiveness. In addition, Connect SoCal is supported by a combination of transportation and land use strategies that outline how the region can achieve California’s greenhouse gas emission reduction goals and federal Clean Air Act requirements. The plan also strives to achieve broader regional objectives, such as the preservation of natural lands, improvement of public health, increased roadway safety, support for the region’s vital goods movement industries and more efficient use of resources. 9 Chapter 1 About The Plan
Connect SoCal
Goals
z Developing a Sustainable Communities Strategy - California State law also imposes additional requirements. For example, state law specifies that, “The plan shall be action-oriented and pragmatic, considering both the short-term and long-term future” (Government Code §65080(a)). California Senate Bill 375, codified in 2008 in Government Code §65080 (b)(2)(B), also requires that the RTP include a sustainable communities strategy or “SCS”, which outlines growth strategies for land use and transportation and help reduce the state’s greenhouse gas emissions from cars and light duty trucks. z Hitting Specific Targets for Greenhouse Gas Reduction - For the SCAG region, the California Air Resources Board (ARB) has set greenhouse gas reduction targets at eight percent below 2005 per capita emissions levels by 2020, and 19 percent below 2005 per capita emissions levels by 2035. As we will be discussed further in Chapter 3, the plan lays out a strategy for the region to meet these targets.

SCAG is committed to not only meeting its statutory requirements but also ensuring that Connect SoCal, as with the agency’s prior RTPs, remains a living document that is rooted in strong analysis and evolves as the region’s demographics, priorities and economy change.

GOALS & GUIDING PRINCIPLES
The goals of Connect SoCal fall into four core categories: economy, mobility, environment and healthy/complete communities. The plan explicitly lays out goals related to housing, transportation technologies, equity and resilience in order to adequately reflect the increasing importance of these topics in the region, and where possible the goals have been developed to link to potential performance measures and targets. The plan’s guiding policies take these goals and focus them, creating a specific direction for plan investments.

Federal policy also requires that SCAG sets performance measures and targets in Connect SoCal. As required under MAP-21/FAST Act, in 2016 and 2017 the Federal Highway Administration (FHWA) issued national performance measures and guidelines for use in the setting of statewide and regional performance targets. The FHWA rule-making process established a four-year performance target setting and reporting cycle, with a two-year mid-term progress evaluation point. SCAG coordinated closely with State of California Department of

1. Encourage regional economic prosperity and
global competitiveness

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 within 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

10. Promote conservation of natural and agricultural lands and restoration of habitats
Connect SoCal
10 Connect SoCal
Guiding Principles
Transportation (Caltrans) in the establishment of specific performance targets for the state and for our region in the various transportation performance areas established under MAP-21/FAST Act. These targets provide quantifiable objectives to achieve each measure during the performance period.

HOW THE PLAN WAS DEVELOPED
In preparing Connect SoCal, SCAG engaged with local, state and federal agency partners from the very beginning. Through many collaborative initiatives SCAG was able to better understand existing conditions in the region, building a foundation for planning how to accommodate growth and direct future transportation investments.

SCAG sought regular input from the Regional Council and Policy Committees while creating Connect SoCal. These groups of elected officials consist of representatives from county transportation commissions, tribal governments, as well as towns, cities and counties throughout the region.

The development process also involved working closely with local governments throughout the region to collect and compile data on land use and growth trends. This “Bottom-Up Local Input and Envisioning Process,” helped us get a clear picture of what’s going on at the local level – and formed the basis for projections and strategies in Connect SoCal. Through this collaborative initiative, SCAG staff held one-on-one meetings with all of the region’s 197 towns, cities and counties. In addition to seeking feedback on regional forecasts of population, household and employment growth, SCAG gathered data on land use, protected natural lands, farmland, flood areas and coastal inundation, regional bikeways, regional truck routes, planned major transit stops, high quality transit corridors, future transit priority areas and other local data. In addition to the jurisdictions themselves, the data came from county assessors’ offices, county transportation commissions, and state and federal partners.

This local input process gave jurisdictions the opportunity to ask questions, understand data elements and seek technical support, as well as provide feedback on local data. The process was guided by the Connect SoCal Guidelines and Schedule that were adopted by the Regional Council in October 2017. Overall, 90 percent of jurisdictions provided feedback on one or more

1. Base transportation investments on adopted regional
performance indicators and MAP-21/FAST Act regional targets

2. Place high priority for transportation funding in the region on projects and programs that improve mobility, accessibility, reliability and safety, and that preserve the existing
transportation system

3. Assure that land use and growth strategies recognize local input, promote sustainable transportation options, and support equitable and adaptable communities

4. Encourage RTP/SCS investments and strategies that collectively result in reduced non-recurrent congestion and demand for single occupancy vehicle use, by leveraging new transportation technologies and expanding travel choices

5. Encourage transportation investments that will result in improved air quality and public health, and reduced
greenhouse gas emissions

6. Monitor progress on all aspects of the Plan, including the timely implementation of projects, programs, and strategies

7. Regionally, transportation investments should reflect best-known science regarding climate change vulnerability, in order to design for long term resilience
11 Chapter 1 About The Plan
data elements requested for local review. Collectively, these towns, cities and counties represent an estimated 94 percent of the region’s residents.

SCAG staff also regularly convened a series of technical advisory groups that engaged local, state and federal agencies in the transportation and sustainable communities planning process. To more accurately understand future growth, SCAG engaged with expert demographers and economists to peer-review projections of population, households, and employment at the regional and county levels.

SCAG worked closely with each of the six county transportation commissions throughout 2018 to update the list of regionally significant transportation projects that was established in Connect SoCal’s predecessor, the 2016 RTP/ SCS. Each county transportation commission in turn worked with their partner transportation agencies (including applicable transit providers, rail operators, marine port and airport authorities and Caltrans District offices) to finalize a list of county-priority projects to submit to SCAG. This effort culminated in a comprehensive update to the list of programs and projects, which numbers in the thousands. SCAG worked collaboratively with key stakeholders to identify additional regional initiatives that go beyond county-level commitments and are intended to address challenges that are regional in nature.

To better coordinate with the State, Connect SoCal was developed to align with the California State Rail Plan, California Transportation Plan (CTP 2040), California Freight Mobility Plan (CFMP), California Aviation System Plan (CASP), and State Bicycle and Pedestrian Plan. SCAG is also actively participating in the update of the California Transportation Plan, CTP 2050, to coordinate and better align regional and statewide planning. The CTP is a long-range statewide level transportation plan that combines regional transportation and land-use plans to produce a unified multimodal strategy to achieve our collective vision of a lasting and well-integrated transportation system that benefits both people and goods over the next 25 years.

Throughout this process, SCAG staff has regularly convened technical advisory committees and topic-specific working groups, which bring together regional stakeholders to discuss the plan’s development and provide technical expertise.

There were seven formal Regional Planning Working Groups, including: Active Transportation, Environmental Justice, Mobility Innovations, Natural and Farm Land Conservation, Public Health, Sustainable Communities and Transportation Safety. These allow interested parties from across industries and sub-regions to have a direct pipeline into SCAG’s planning process, and helped develop a vision for the future that promotes regional goals and sustainability while respecting local control. Some takeaways include: the importance of identifying common barriers to sustainable development, such as funding and ‘NIMBYism’; the need for a balance of jobs and households in communities; the need for coordination and support on emerging transportation technologies; support for sustainable development solutions for existing suburban communities and the challenge of providing sufficient affordable housing.

To ensure that underrepresented voices were involved in the planning process, we also implemented a new grassroots outreach initiative to engage diverse constituencies across Southern California. SCAG partnered with 18 community- based organizations, or CBOs, from across the region. These organizations assisted with workshop and survey outreach as well as hosting local gatherings for community members to provide input on Connect SoCal. Using this strategy, we successfully broadened our outreach to traditionally underserved and underrepresented communities including:
z Children and youth
z Individuals with access and functional needs
z Low-income communities of color
z Older adults or retired people
z Populations with limited English proficiency
z Women and female-headed households
SCAG’s 18 CBO partners represented constituents from Long Beach to Coachella Valley, Santa Clara River Valley to Orange County. Though their missions and areas of focus vary, each of these groups has a common commitment to creating a more equitable, sustainable, accessible and affordable Southern California.

Feedback received through our CBO partners was used to identify areas where the plan could be refined to meaningfully reflect the priorities and concerns of these traditionally underserved groups, particularly because they have historically been disproportionately burdened by the negative outcomes associated with existing and changing land use patterns and transportation policies. Highlights of what we heard from them include:
z Concerns about housing availability and affordability, limited Connect SoCal12
alternative transportation options, displacement and access to destinations, the effects of increased greenhouse gas emissions, and the risks associated with climate change
z A push for Connect SoCal to take into account the degree to which transportation and housing options vary between communities, and that having a limited range of travel options often increases residents’ reliance on vehicles
z Pronounced support for strategies that create affordable housing, improve the existing transportation network, and expand mobility options that reduce the harmful impacts of displacement to historically marginalized neighborhoods
Overall, the communities surveyed agreed with the themes, policies and interventions proposed by Connect SoCal.

In developing a vision of future growth for Connect SoCal, SCAG also sought feedback from residents throughout the region through public engagement initiatives that featured 28 public workshops, an extensive advertisement campaign, a telephone town hall meeting and a widely distributed online survey. Public workshop attendees were asked to review four potential growth scenarios, each with a unique set of strategies. These included enhancing job centers, prioritizing connecting people to more transportation options, protecting natural lands and farmland areas and planning for our region’s future resiliency from natural disasters. Local plans and policies, as conveyed through the local input process, were integrated into each of these scenarios, ensuring that they reflected an attainable future. The input we received included support for locating more growth near transit and job centers, desire to prioritize infill and redevelopment within existing cities to accommodate future growth and promote affordable housing, and concerns about overcrowding or gentrification within existing communities. Taken together, the feedback pointed to a need for Connect SoCal to envision a sustainable development pattern that respects and enhances the quality of life within local communities.

SCAG considered input gathered through the CBO engagement and public workshops to ensure Connect SoCal addresses challenges faced by our region’s residents. Strategies, therefore, emphasize growth in areas rich with destinations and mobility options, promote diverse housing choices, leverage technology innovations, support implementation of sustainability policies and promote a green region. This more compact development pattern, combined with the identified transportation network improvements and strategies, results in improved pedestrian and bicycle access to community amenities, lowers average trip length and reduces Vehicle miles traveled. These outcomes not only reduce greenhouse gas emissions, but also support the development of more livable communities that provide lower-cost housing choices, conserve natural resources, offer transportation options and promote a better quality of life.

Connect SoCal will help residents thrive, providing better access to jobs, housing, schools, healthcare, recreation and everything in between. In our region’s history, we’ve seen that small actions can build to extraordinary outcomes. With investments to improve our roadways, expand our transit system, multiply walking and bicycling amenities, protect natural lands and integrate new initiatives like road pricing — Connect SoCal works to address residents’ challenges by promoting job accessibility, enabling shorter commutes, making communities safer and encouraging lower-cost housing developments.

The various components of Connect SoCal were reviewed by SCAG’s Regional Council and Policy Committees in a series of meetings. At their Nov. 7, 2019 meeting the Regional Council authorized the release of Connect SoCal and its accompanying Technical Reports for public review and comment. This final version of Connect SoCal, which incorporates adjustments based on feedback received during the public review process, was presented to the Regional Council on May 7, 2020 and approved for federal transportation conformity purposes only. On September 3, the Regional Council adopted Connect SoCal in full after an additional 120-day outreach and technical refinement period. 13 Chapter 1 About The Plan
Connect SoCal
Technical Reports

HOW TO USE THIS PLAN
SCAG collaborated closely with a wide range of partners to develop Connect SoCal. It is our goal that Connect SoCal be used by the same constituents and stakeholders that worked with us to create it, as a trusted reference and guiding document for prioritizing transportation projects, encouraging behavior change and furthering regional strategies that can shape Southern California’s transportation and land use development for years to come.

Use the Connect SoCal plan to:
z Understand the biggest trends and challenges in the region (Chapter 2) z Review a comprehensive set of policies, strategies and tools to improve mobility and sustainability (Chapter 3)
z Evaluate the sources and structures of funding that will support executing the plan (Chapter 4)
z Refer to performance measures and ways of tracking our success in becoming a more mobile and sustainable region (Chapter 5) z Identify new challenges that remain on our horizon (Chapter 6) Connect SoCal is also supported by 20 technical reports that provide additional data and material on all topics and concepts covered in this plan. All citations used throughout the main book and technical reports conform to AP style. 13 Active Transportation
Aviation & Airport Ground Access
Congestion Management
Demographics & Growth Forecast
Economic & Job Creation Analysis
Emerging Technology
Environmental Justice
Goods Movement
Highways & Arterials
Natural & Farm Lands Conservation
Passenger Rail
Performance Measures
Project List
Public Health
Public Participation & Consultation
Sustainable Communities Strategy
Transit
Transportation Conformity Analysis
Transportation Finance
Transportation Safety & Security

CHAPTER
2 15

SOCAL TODAY
CHAPTER 2
Connect SoCal - The 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy Connect SoCal
16 expected to reach 39.7. Meanwhile, the youngest members of the Baby Boomer generation turned 55 in 2019. This will substantially change the ratio of working- age population to seniors in the future, placing stresses on social services such as healthcare, social security and pensions. As Baby Boomers enter their eighties and beyond, the region and nation are likely to experience a population decline, meaning that in order to create any future population growth, we will need to rely on migration. As such, many demographers have stressed the mutual dependence between the retirees and young immigrants who, together, will characterize a large portion of the region’s future population. Future economic success will require effectively integrating new residents into the social and economic structures of Southern California. Similarly, education and workforce development will be even more important for younger generations since their labor will need to support a larger retiree population.

While net foreign immigration to the region has decreased from its highs in the early 1990s, Southern California is historically one of the country’s most important immigrant gateways. Today, Southern California ranks behind only the Miami and San Jose regions in its share of foreign-born population.

While roughly half of the region’s foreign-born population is originally from Latin American countries, an increasing share of newly-arrived immigrants – now nearly 60 percent – are from Asian countries. Compared to the total population, immigrants are generally young or working age, which increases their importance to the regional economy. There are also clear-cut implications for transportation: new immigrants are more likely than their native-born counterparts to take transit, ride in carpools and utilize alternative modes of transportation.

Another “mega-trend” impacting the SCAG region is domestic migration. For most of the last thirty years, the SCAG region has lost more people to other states and regions than it has gained—in each year since 2014, an average of 91,000 more people have left the region for other parts of the country than the number of those who have arrived. While employment growth brings people to the region, high housing costs are often cited as a reason for leaving.

Hidden behind this trend is an exchange that has been referred to as California’s “Brain Gain” – meaning that new residents moving to the region who come from other parts of the country (“domestic in-migrants”) tend to have a higher education level than those who leave (“domestic out-migrants”).

In 2017, 47 percent of the region’s 321,000 domestic in-migrants had at least

MAJOR TRENDS, EXISTING

CONDITIONS & CHALLENGES

MAJOR TRENDS
With more than 19 million people, 6 million households, and 8 million jobs, the SCAG region is among the most dynamic metropolitan areas in the world. It encompasses a uniquely diverse mix of industries, urban forms, transportation connectivity, agricultural resources and risks for natural disasters.

In order to plan for 2045 and identify how to best prepare for the uncertainty of the future, we must first understand how our region and its 197 local jurisdictions are changing, what challenges are currently in place and which are emerging.

DEMOGRAPHIC & POPULATION CHANGES
Southern California’s most precious resource is our people. In order to understand how changes will impact them, Connect SoCal projects growth in employment, population, and households at the region, county, city, town and neighborhood levels. These projections take into account economic and demographic trends at the global and regional levels, as well as feedback reflecting on-the-ground conditions from SCAG’s local partners, stakeholders and working groups. Overall, our population forecast reveals that we are embarking on a new era for Southern California, and in the wake of our recovery from the Great Recession, new and unprecedented demographic trends are beginning.

On a national level, population growth has slowed, with the US Census Bureau projecting a decrease in national annual growth rate from about 0.75 percent in 2016 to approximately 0.40 percent by the 2040s. In the SCAG region, annual growth is similarly slowing down, from about 0.85 percent in 2020 to about 0.45 percent by 2045. These changes are driven by declines in fertility, as women are having fewer children and are doing so later in life. This is exacerbated by high housing costs in economically vibrant mega-regions like Southern California.

While we are growing slower, we are also growing older. From 2000 to 2016, the region’s median age increased from 32.3 to 35.8. By 2045, this number is 17 Chapter 2 SoCal Today
Changing Age
Demographics
in the Region
a four-year degree, compared to 39 percent of the region’s 429,000 domestic out-migrants (see the Demographics and Growth Forecast Technical Report).

This is a trend which many regional economists believe is part of what it means to be a booming mega-region today. Many U.S. regions expend tremendous effort attracting the highly educated workforce that is moving to our region of its own accord. While this can be a great boost to the region’s economy, it is also indicative of some of the challenges faced by middle-class families native to Southern California.

In addition to the region’s aging and migration, Connect SoCal is heavily informed by trends surrounding the large cohort of Millennials — the generation born between years 1981 and 1996. Since most Millennials entered adulthood during the recession, difficulties in securing stable employment have caused many of them to lag behind previous generations in building lifetime wealth. During this time, Millennials were less likely than previous generations to form a family, move out of their parents’ homes to form a household, or purchase their own homes. This has had the effect of increased demand and higher prices in the rental housing market, since many would- be homeowners lacked the income to buy. Since the Great Recession, the popular perception has been that Millennials prefer urban renting rather than suburban homeownership. This also accompanied a decline in vehicle miles traveled (VMT) during the same period. However, more recent travel survey data and economic research has shown that a large portion of this shift can be explained by the lower incomes Millennials had during the recession rather than a fundamental change in preferences. Thus, as the economy improves and Millennials age, we must be aware that their demonstrated preferences may have been a temporary delay rather than a lasting characteristic

1. STRUCTURAL ECONOMIC CHANGES
The distribution of income and wealth in Southern California has been changing gradually; but in the long term, future impacts may be profound.

Median incomes have increased in the SCAG region since the depths of the Great Recession, but when adjusted for inflation, the median household income in the SCAG region is below what it was in 1989 — validating some 1 Kurz, Christopher, Geng Li, and Daniel J. Vine (2018). “Are Millennials Different?,” Finance and Economics Discussion Series 2018-080. Washington: Board of Governors of the Federal Reserve System 1 IN 5
PEOPLE WILL BE AGE 65+
BY 2045

POPULATION
AGES
15–64

POPULATION
AGES
UNDER 15

POPULATION
AGES
65 & OVER
20152045

3.7M 12.6M 2.4M

3.9M 14M 4.6M
Connect SoCal
18 Source: United States Census Bureau and American Community Survey Quintile 1
Lowest Incomes 20.5%
20%

21.8%
Quintile 2-4
“Middle Class” 56.4%
60%

57.5%
Quintile 5
Highest Incomes 23.1%
20%

20.7%
2000
2010
2017
FIGURE 2.1 Income by Quintile
claims that recovery has been uneven. Indeed, the middle class is measurably shrinking in Southern California. Since 2000, households in the middle income brackets have been declining - first as the recession turned some middle-class households into lower-income households, then as the recovery moved other middle-class households into the highest income group (see FIGURE 2.1). Using the “middle 60 percent” of the income distribution in the year 2000 to define the middle class, only 56.4 percent of households would fit that definition today. While the distribution of income remains a challenge, the region has experienced tremendous job growth since 2010, gaining 1.3 million jobs and cresting the pre-recession high of 8.1 million jobs reached in 2007. Meanwhile unemployment has dropped to lows not seen in several decades, from a high of

12.4 percent in 2010 to 4.3 percent in 2018.

Technological changes are also poised to make big impacts on our local economy, both by presenting new challenges and by creating new, previously infeasible solutions. While leaps in technology have always disrupted the established ways of getting things done, they are generally accompanied by increases in utility and productivity. New approaches to work have, for some, fostered a shift in the nature of employment away from full-time, long-term, stable jobs. Income sources like ridesourcing, short-term home rentals, and craft production enabled by new technology platforms can have the benefit of more efficiently matching consumers with products and services. But they can also remove important employment benefits and protections, as many of these positions are part-time or filled by independent contractors. Indeed, disruption by some technological platforms has caused serious concerns over displacing workers from stable, full-time jobs or from work altogether—a concern that is heightened when productivity gains are concentrated into smaller shares of the population. While workplace automation has already displaced some manufacturing jobs, services and knowledge-based employment are also increasingly being automated. An estimate of the potential impacts of automation on regional employment by 2045 suggests that construction, repair, transportation, food preparation, sales, social services and office support occupations show some of the highest likelihood of automation. Today these industries together employ over 3 million workers regionwide. FIGURE

2.2 displays anticipated growth in these sectors, along with the projected number of jobs that will be automated based on three estimates – Brookings, Frey Osborne and Nesta. Looking at the logistics industry alone, changing trade paradigms and the emergence of new market-driven strategies and technologies (e.g., smaller urban fulfillment centers, increased competition for skilled labor, automation, etc.) will challenge the regional workforce. Trade- related jobs once offered few barriers to entry as well as upward career mobility to low- and semi-skilled workers, often allowing them to achieve security and middle-class incomes.

In the years ahead, the region may face significant challenges from technology disruption by reducing opportunities for many regional workers who will not be able to close the skills gap to adequately compete for future jobs in that sphere. This has spurred increasingly popular policy discussions of universal basic income (UBI) as a potential solution to offset the negative impacts of job losses due to technology. Since employment is becoming less necessary for gains in overall economic productivity, UBI models have proposed redistributing the revenues from taxes on businesses utilizing these new platforms to area residents to ensure a minimum living standard without impacting the incentive to work.
19 Chapter 2 SoCal Today
Another major economic shift is occurring among consumers, who are now spending less on products and goods than they are on services. Some of this can be correlated with the aging of the population, since older people are less likely to fill a home with goods and more likely to spend on healthcare. As services are generally not subject to local sales tax, this could be problematic for local city and county revenue streams - a major source of funding for public amenities as well as existing and future transportation infrastructure in Southern California.

GLOBALIZATION
As a global crossroads for the movement of people and things, Southern California depends heavily on transportation services for the health of our economy. As a crucial node in global supply chains with a massive volume of trade, as well as an enormous consumer market with extensive transportation infrastructure, it is highly important that SCAG’s strategies for the region accommodate growing freight movement. Combined, the region’s major trade hubs – including the Ports of Los Angeles and Long Beach, Los Angeles International Airport, and Calexico East – Mexicali II – handled more than $500 billion of goods in 2018. International containerized trade between the U.S. and Pacific Rim countries and bilateral trade with Mexico have been key factors that helped to drive the region’s economy for decades. This has a direct impact on the region, as growth in international containerized trade continues to outpace growth in gross domestic product (GDP) nationally and globally (FIGURE 2.3).

In part due to Southern California’s global connectivity - specifically its linkages with Asian countries – the growth of the global middle class also impacts the job and housing markets in the region. The growth rate in the global middle class internationally is at an all-time high, with 140 million new middle-class people annually

2. In the future, 88 percent of new middle-class residents expected between 2015 and 2030 will live in the Asia Pacific region. This is an approximately 250 percent increase in middle class residents in Asia compared to a modest increase of about six percent in North America. Sharp declines in manufacturing employment in the U.S. and the region indicate that traditional middle-class occupations are being filled by middle-class workers 2 Kharas, Homi. (2017) The unprecedented expansion of the global middle class: An update. Brookings, Global Economy & Development Working Paper 100. (February)
FIGURE 2.2 Job Growth (in Thousands) and Automation Potential by Occupation, SCAG Region, 2016-2045
* Figure shows Connect SoCal’s anticipated regional jobs and job growth alongside independent estimates of automation potential by occupation. Occupations are aggregations of 2-digit occupation codes covering 95% of regional jobs Source: SCAG, Muro, Maxim, and Whiton (2019, Brookings), Frey and Osborne (2017), and Bakhski et al. (2017, Nesta)
0 400 800 1200 1600 2000
Food Preparation
and Sales
Business and
Finance Specialist
Social Service and
Office Support
Construction, Repair,
Transportation
Farming,
Production
Education,
Healthcare
Engineering,
Computer, Legal
2045, Brookings Automation Estimate
2045, Nesta Automation Estimate
2045, Frey Osborne Automation Estimate
2016
Growth, 2016-2045
Connect SoCal
20 in other countries. One impact from both the growth in the middle class in Asia as well as rapid GDP increases in Asian countries, particularly China, is the relationship with the Southern California real estate market. While data on foreign investment in residential real estate are weak, the California Association of Realtors estimates between 5 and 10 percent of California’s single-family housing stock is owned by foreign buyers, and 71 percent of foreign buyers in 2017 were from Asia

3. An influx of foreign capital in Southern California real estate has the potential to exacerbate regional housing shortages, especially if investment properties are left unoccupied.

REGIONAL GROWTH
As our regional population and economy continue to grow, the physical footprint of development in our region is growing too. Though Southern California is seen by many as the embodiment of urban sprawl, the region has always challenged the notion of a crisp delineation between “urban” and “suburban.” U.S. Census data have indicated that Los Angeles is the densest urbanized area in the United States. This may seem counterintuitive since much of Southern California’s land use is characterized by fairly small-lot single-family homes that are spread across many square miles of the region. By contrast, urban areas that seem more compact like New York or Chicago have very dense cores but a lower level of development across their regions, since suburban and exurban land is often far more spread out in these locales. In Southern California, decades of lower-density development (particularly housing) has occurred farther from employment-rich areas, increasing congestion, automobile dependency, leapfrog development and air pollution, and limiting the effectiveness of public transit.

Recent growth trends show a push-and-pull between new single-family development in traditionally suburban or formerly rural areas and multi-family residential development in higher-density communities. Overall, it is clear that when new residents join our region, existing towns, cities and counties adapt to accommodate and attract growth. From 2006 to 2016, an additional 930,000 people called Southern California home. Riverside County had the largest 3 Levin, Matt. (2018) “Data dig: Are foreign investors driving up real estate in your California neighborhood?” CalMatters. (March 7)
share of population growth among the six counties in the SCAG region during this period, adding an additional 360,000 new residents (nearly 40 percent of the region’s increase in population). Los Angeles County followed with the next largest share and experienced an increase of 190,000 residents (or 20 percent of the growth).

In meeting these new residents’ demand for housing, the region also added about 400,000 units from 2006 to 2016 – 54 percent of which were multi-family units. Comparing to current conditions in 2016, 39 percent of the region’s housing units are multi-family and 61 percent are single-family units. Looking at the distribution of these new housing units throughout the region, Riverside County and Los Angeles County again took the highest shares, together comprising two-thirds (66 percent) of Southern California’s housing growth from 2006 to 2016. Riverside County added just under 100,000 new units, and Los Angeles County added an additional 164,000 housing units - with 90 percent Source: SCAG staff review and process international trade statistics from: U.S. Department of Transportation, Maritime Administration, U.S. Waterborne Foreign Container Trade by U.S. Customs Ports (1997 - 2017), World Development Indicators, World Bank. Update 08/28/2018, Bureau of Economic Analysis
1980s
1990s
2000s
2010s

GDP GROWTH

3.2 3.03.1 3.2

3.8 1.7

3.8 2.3

WORLD UNITED STATES

INTERNATIONAL

TRADE GROWTH

4.8 6.9

6.0 7.8

3.2 1.1

4.3 4.8

WORLD UNITED STATES

CONTAINERIZED

TRADE GROWTH

10.3 8.4

12.0 9.8

5.5 4.4

6.2 4.3

WORLD UNITED STATES
FIGURE 2.3 World & US Growth Rates of GDP, International Trade & Containerized Trade
21 Chapter 2 SoCal Today
representing multi-family developments, largely occurring in denser areas that are well served by transit.

Part of Riverside County’s expansion is due to new communities that began to emerge during the housing boom. Four additional cities have incorporated since 2006 (Wildomar, Menifee, Eastvale and Jurupa Valley), increasing the total number of local jurisdictions in the SCAG region to 197. Much of this new territory was previously vacant, very low density residential, or used for agricultural purposes. Many areas in Riverside and San Bernardino Counties were appealing for development due to the availability of lower priced land, which attracted new residents looking for larger or lower priced housing.

Jobs, however, did not follow in proportion to housing unit growth in these communities. As a result, residents of the Inland Empire had to travel longer distances on average than other Southern Californians to reach their jobs. As wages are often higher in coastal counties than in inland counties, even for the same occupation, many residents also opted for a longer commute due to their preference for homes that were larger or lower-priced. Examining median commute distances for residents of these areas before and after the housing boom shows a sharp uptick from 2002 to 2012, followed by leveling off from 2012 to 2016 (as displayed in the Environmental Justice Technical Report).

From a regional perspective, incorporation of jurisdictions is often driven by an increase in housing density and the associated needs of residents for increased water, sewer, police, and other municipal services. Therefore, the acreage of incorporated towns and cities in our region provides a good indicator of overall regional development trends, as well as the expansion of growth into rural and agricultural areas. From 2006 to 2016, the amount of land within incorporated jurisdictions increased by over 144,000 acres—a 6 percent change during the 10-year period.

Moving towards the future, new housing production has accelerated since the recession with over 40,000 new units permitted each year from 2015 to 2018.

While this is above the 15,000 annual permits in 2009 – a historic low for the region during the Great Recession – it is still below the average of 80,000 new units permitted annually during the housing boom from 2002 to 2006.

While the acceleration in new units since the Great Recession has been characterized by a higher share of multi-family units, there is concern that this trend may reverse absent policy intervention, as Millennials seek affordable ownership opportunities which are scarcer in the urban core and in the multi- family market. For example, 51 percent of all new housing unit permits issued in California for 2018 were for single-family dwellings, making 2018 the first year since 2011 that single-family housing permitting outpaced multi-family homes. The SCAG region’s multi-family share of permits have begun to decline from their peak in 2015 (FIGURE 2.4). Connect SoCal projects a higher share in multi-family growth and seeks to provide more housing choices in both type and location, while being aware of the transportation, fiscal and environmental benefits of some aspects of denser living.

As our communities continue to expand, vital habitat lands face severe development pressure. The diverse natural and agricultural landscapes of Southern California are a valuable asset to the region and its residents. These lands support a robust economy, provide clean drinking water, protect the air and host countless recreation activities. The region’s desert, mountain and coastal habitats have some of the highest concentrations of native plant and animal species on the planet. Southern California is part of the California Floristic Province, one of the planet’s top twenty-five biodiversity hotspots

4. Much of the SCAG region has a rich agricultural history, and crop sales continue to bring billions of dollars into our local economy.

LINKING FUTURE GROWTH WITH

MORE TRANSPORTATION CHOICES
Planning for more housing and jobs near transit was a strategy incorporated in SCAG’s first Regional Transportation Plan/Sustainable Community Strategy (RTP/SCS) in 2012 and carried forward in the 2016 RTP/SCS with a focus on areas that are well served by transit. Efforts to implement the previous SCSs have been evident both in recently adopted local plans, which increasingly reflect more SCS strategies such as infill development, as well as in the observed data on recent growth. Between 2008 and 2016, over 58 percent of household growth and 45 percent of employment growth occurred within future high quality transit areas (i.e. places within a half mile of a rail or bus rapid transit stops or bus stops/corridors that will have peak headways of 15 minutes or less) (TABLE 2.1).
4 Myers, N., Mittermeier, R. A., Mittermeier, C. G., Da Fonseca, G. A., & Kent, J. (2000). Biodiversity hotspots for conservation priorities. Nature, 403(6772), 853.

Connect SoCal
22 Previous RTP/SCS plans also identified increasingly sophisticated strategies to ensure the preservation of natural lands and farmland. As of 2016, over 70 local jurisdictions have conservation strategies in place, such as development impact fees. Between 2008 and 2016, 11 percent of household growth and 5 percent of employment growth occurred in constrained areas (TABLE

2.1). SCAG continues to support jurisdictions in implementing the SCS through the Sustainable Communities Program which provides resources for local planning efforts.

Since 2008, there has been a substantial concentration and share of growth in high quality transit areas (HQTAs), Transit Priority Areas (TPAs), Specific Plan Areas, job centers, Neighborhood Mobility Areas (NMAs) and Livable Corridors.

These areas account for just under four percent of the region’s land area but accommodate the lion’s share of regional growth (TABLE 2.1). While these recent trends are largely the result of existing local policy, demographic trends and market demand, they underscore that in many ways the region is gradually moving towards a more sustainable development pattern. This new growth is supported by the completion of major transportation projects across the region as well as several major urban rail projects under construction such *Population aged 25 and over
Source: CA DOF and Construction Industry Research Board (CIRB). Single-family permits listed here utilize the CIRB definition, which includes attached duplexes and accessory dwelling units.

2.94 2.96

2.98 3.00

3.02 3.04

3.06 3.08

3.10 3.12
0 10,000
20,000
30,000
40,000
50,000
60,000
70,000
80,000
90,000
100,000
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 20132012 2014 2015 2016 2017 2018 Multifamily Permits
Single-Family Permits
Average Household Size
FIGURE 2.4 Building Permit Activity & Household Size, SCAG Region, 2000-2018 23 Chapter 2 SoCal Today
TABLE 2.1 Recent Growth Trends in SCAG Growth Priority Areas, 2008-2016 Land Area Share of Total Growth
(2008-2016)
Annual Growth Rate
(2008-2016)
Acres Percent Households Employment Households Employment SCAG Region Total 24,717,287 0.42% 1.01%
Priority Growth Areas Total 975,234 3.9% 70.7% 74.6% 0.50% 1.07% High Quality Transit Areas (HQTA)1 592,286 2.4% 58.2% 45.2% 0.54% 0.85% Transit Priority Areas (TPA)2 218,411 0.9% 33.9% 20.9% 0.65% 0.72% Job Centers3 202,186 0.8% 24.2% 33.4% 0.90% 1.21%
Neighborhood Mobility Areas4 248,916 1.0% 37.4% 27.6% 0.54% 0.96% Livable Corridors5 548,451 2.2% 49.6% 53.8% 0.50% 1.13% Sphere of Influence6 146,017 0.6% 3.0% 2.6% 0.36% 1.31% Absolute Constrained Areas7 20,487,984 82.9% 11.4% 5.0% 0.50% 0.66% Variable Constrained Areas8 17,924,688 72.5% 52.9% 44.9% 0.48% 1.26% Source: SCAG
Note: Priority Growth and Constrained areas extracted from 2045 plan year data of the final Connect SoCal, 2020-2045 RTP/SCS

1. Generally a walkable transit village or corridor, consistent with the adopted RTP/SCS, and within 1/2-mile of a transit stop or a transit corridor with 15-minute or less service frequency during peak commute hours, excluding freeway transit corridors with no bus stops on the freeway alignment. Additional information is included in the Connect SoCal Sustainable Communities Strategy Technical Report.

2. An area within 1/2-mile of a major transit stop that is existing or planned including an existing rail transit station or bus rapid transit station or the intersection of two or more major bus routes with a frequency of service interval of 15 minutes or less during AM and PM peak commute periods.

3. Areas with significantly higher employment density than surrounding areas which capture density peaks and locally significant job centers throughout all six counties in the region.

4. Areas with high intersection density (generally >= 50 intersections/sqmi.), low to moderate traffic speeds, and robust residential retail connections that can support the use of Neighborhood Electric Vehicles or active transportation modes for short trips.

5. An arterial network subset of HQTAs based on level of transit service and land use planning efforts. Some additional arterials identified through corridor planning studies funded through the Sustainability Planning Grant program.

6. Spheres of Influence (outside of absolute and variable constrained areas) - Existing or planned service areas and within the planning boundary outside of an agency’s legal boundary; data accessed by SCAG from each county’s Local Agency Formation Commission (LAFCO) in 2016.

7. Including tribal lands, military, open space, conserved lands, sea level rise areas (2 feet) and farmlands in unincorporated areas

8. Including Wildland Urban Interface (WUI), grazing lands, farmlands in incorporated jurisdictions, 500 year flood plains, CalFire Very High Severity Fire Risk (state and local), and Natural Lands and Habitat Corridors (connectivity, habitat quality, habitat type layers).

HOW WE TRAVEL TODAY (2016)
Source: SCAG Activity Based Model
HIGH

OCCUPANCY

VEHICLE
SINGLE

OCCUPANCY

VEHICLE

TRANSIT
BIKE
WALK
TO/FROM:

WORK

70.7%

23.5%

2.7%

0.7%

2.4%
TO/FROM:

SCHOOL

12.8%

61.8%

9.0%

2.5%

13.8%
OTHER

31.2%

58.2%

1.6%

1.1%

7.8%

ALL TRIPS

36.0%

51.7%

3.2%

1.3%

7.8%
25 Chapter 2 SoCal Today
by individuals driving alone in their vehicles. After that, carpooling is the second most popular option, followed distantly by walking, taking transit and bicycling
z Over two-thirds of all regional trips are non-work related; for these purposes, carpooling is the most popular means for residents to reach their destinations, including school, shopping, among many others z Looking at school trips specifically, nearly 14 percent are made by walking and 9 percent of trips are made by transit
While the system supports a multitude of options for people and cargo to navigate the region, it is not immune to challenges of preservation, maintenance and accessibility. To ensure a more connected 2045, Southern California will need to address many of these obstacles.

PRESENT & FUTURE CHALLENGES
The region is experiencing a range of challenges and anticipating more, including the aging population, income inequality, traffic congestion and the high cost of housing. This section highlights several key land use and transportation challenges which are directly addressed in this plan; additional discussion is also available in the Technical Reports for Connect SoCal.

AFFORDABLE HOUSING
California is in the midst of a long-term structural housing shortage and affordability crisis. As of 2018, California ranks 49th of 50 states in the number of housing units per resident. With many strong indications, high demand for housing and short supply drives up rental and home prices throughout the state. Indeed, seven of the 10 most expensive housing markets in the United States are in California.

SCAG published a housing report in 2016, Mission Impossible: Meeting California’s Housing Challenge, to review the causes and consequences of the housing crisis throughout the state and for the SCAG region. The housing crisis is a two-part problem – a shortage of housing and a lack of affordability.

The shortage of housing is a lack of supply since there is not enough housing to meet population needs. Housing supply has not kept up with population growth. In comparison to the last few decades, housing building has significantly decreased.
as the OC Streetcar, Metro Rail Regional Connector and Arrow/Redlands Rail.

However, there is some very recent data that show increasing rates of single- family housing and vehicle travel, which suggests that in an improving economy the region may require stronger policy intervention and community-building in priority areas to ensure that sustainable trends continue. See Chapter 3’s “Core Vision” and “Key Connections” for more highlights of recent progress and potential solutions for addressing the region’s challenges.

TRANSPORTATION SYSTEM
The SCAG region is a place in motion with more ships, planes, trains, trucks, and automobiles carrying people and goods in, out, and around than anywhere else in the United States. It is also infamous for congestion, network gaps, and lack of adequate maintenance and preservation. By understanding how the current system is utilized, we can implement policies that help address these challenges while preserving and maintaining the system’s longevity.

Our current transportation network is comprised of more than 9,000 miles of public transit (EXHIBIT 2.1), 5,000 miles of bikeways (EXHIBIT 2.2), over 135,000 lane miles of roadways and 94 miles of express lanes. The Port of Los Angeles and Port of Long Beach, which comprise the largest container complex in the U.S., is one of the many regional gateways that contribute to our expansive regional goods movement system (EXHIBIT 2.4). Our aviation system is one of the busiest in the world in terms of air passenger and cargo demand, with more than 110.2 million annual passengers and 3.14 million tons of cargo in 2017. All components of the system are providing economic stimulus throughout the region, while simultaneously connecting our homes to opportunities, including leisure.

Understanding the current infrastructure presents the question of how do Southern Californians utilize the transportation system. PAGE 28 identifies the current mode choice for trip purposes throughout the SCAG region.

Key takeaways include:
z According to SCAG’s activity-based travel demand model (ABM), more than 71 million total unlinked daily trips are made throughout the region, and nearly one third of all trips are work related z Of those 20 million daily work unlinked trips, nearly 40 percent are greater than 10 miles in distance and over 70 percent are completed San Bernardino
County
Riverside
County
Orange
County
Ventura
County
Los Angeles
County
San Diego County
Kern County
101
101
241
57 91
6060
126
170
18 91
126
33 210
215
405
15 215
10 5
10 10
210
5 605
710
110
105
5 5
5 10
15 15
10 Source: SCAG, 2019
S:\GISData\Data2\=RTP\=rtp2020\mxds\=Main_Report\Existing Regional Transit Network v2.mxd | Date: 2/21/2020Map Title: Existing Regional Transit Network v2 ° 0 10 205
Miles
San Bernardino
County
Riverside
County
Imperial
County

ARIZONA
San Diego
County
62 8
10 10
40 40
County Boundaries
City Boundaries
Freeway Metrolink (2016)
Urban Rail (2016)
Rapid Bus and Bus Rapid Transit (2016)
Bus Routes (2016)
Service Layer Credits: Copyright:(c) 2014 Esri, Esri, Garmin, GEBCO, NOAA NGDC, and other contributors Pacific
Ocean
EXHIBIT 2.1 Existing Transit Network, 2016
San Bernardino
County
Riverside
County
Orange
County
Ventura
County
Los Angeles
County
San Diego County
Kern County
101
101
241
57 91
6060
126
170
18 91
126
33 210
215
405
15 215
10 5
10 10
210
5 605
710
110
105
5 5
5 10
15 15
10 Source: SCAG, 2019
O:\=RTP\=rtp2020\mxds\=Main_Report\Exhibit 2_2 Existing Bikeway Network, 2016.mxd | Date: 3/4/2020Map Title: Exhibit 2_2 Existing Bikeway Network, 2016 ° 0 10 205
Miles
San Bernardino
County
Riverside
County
Imperial
County

ARIZONA
San Diego
County
62 8
10 10
40 40
County Boundaries
City Boundaries
Freeway
Service Layer Credits: Copyright:(c) 2014 Esri, Esri, Garmin, GEBCO, NOAA NGDC, and other contributors Pacific
Ocean
Existing Bikeways
Class I
Class II
Class III
Class IV
EXHIBIT 2.2 Existing Bikeway Network, 2016
San Bernardino
County
Riverside
County
Ventura
County
Los Angeles
County
Orange
County
San Diego County
Kern County
101
101
241
57 91
6060
126
170
18 91
126
33 210
215
405
15 215
10 5
10 10
210
5 605
710
110
105
5 5
5 10
15 15
10 Source: SCAG, 2019
O:\=RTP\=rtp2020\mxds\Highway and Arterials\Base Year 2016 Regionally Significant Arterial System.mxd | Date: 2/26/2020Map Title: Base Year 2016 Regionally Significant Arterial System ° 0 10 205
Miles
San Bernardino
County
Riverside
County
Imperial
County

ARIZONA
San Diego
County
62 8
10 10
40 40
Expressway / Parkway Principal Arterial Minor Arterial
Service Layer Credits: Copyright:(c) 2014 Esri, Esri, Garmin, GEBCO, NOAA NGDC, and other contributors Pacific
Ocean
EXHIBIT 2.3 Existing Arterial System, 2016
!(
!(!( !(
!(
!(
!(
!(
!(
!(í
íí
e
e
e
e
e
e
e
e
e
e
e
e
")
San Bernardino
County
Riverside
County
Orange
County
Ventura
County
Los Angeles
County
San Diego County
Kern County
101
101
241
57 91
6060
126
170
18 91
126
33 210
215
405
15 215
10 5
10 10
210
5 605
710
110
105
5 5
5 10
15 15
10 Source: SCAG 2019, CoStar Realty Information Inc.

O:\=RTP\=rtp2020\mxds\=Main_Report\Chapter 2\Exhibit 2.4 Existing Goods Movement System.mxd | Date: 3/10/2020Map Title: Exhibit 2.4 Existing Goods Movement System ° 0 10 205
Miles
e
e
! ! !
San Bernardino
County
Riverside
County
Imperial
County

ARIZONA
San Diego
County
62 8
10 10
40 40
e Airport
í Ports
Service Layer Credits: Copyright:(c) 2014 Esri, Esri, Garmin, GEBCO, NOAA NGDC, and other contributors Pacific
Ocean
! Ports of Entry
!( Intermodal Facilities
") Classification Facilities
Major Freight Highway Corridors
Main Line Rail
Alameda Corridor
Warehouses
! >= 50,000 sq ft
! < 50,000 sq ft
EXHIBIT 2.4 Existing Goods Movement System
7 COMMERCIAL

AIRPORTS

GOVERNMENT/

MILITARY AIR FIELDS
7 30+ RELIEVER AND

GENERAL AVIATION

AIRPORTS
STATS
110.2MILLION

ANNUAL PASSENGERS
IN 2017
200 Destinations,
50 Countries, 40 States

3.1 MILLION

TONS OF AIR CARGO
IN 2017
114 Destinations,
20+ Countries, 30+ States
FOCUS

REGIONAL AVIATION
7 COMMERCIAL

AIRPORTS

GOVERNMENT/

MILITARY AIR FIELDS
7 30+ RELIEVER AND

GENERAL AVIATION

AIRPORTS
STATS
110.2MILLION

ANNUAL PASSENGERS
IN 2017
200 Destinations,
50 Countries, 40 States

3.1 MILLION

TONS OF AIR CARGO
IN 2017
114 Destinations,
20+ Countries, 30+ States
FOCUS

REGIONAL AVIATION

HOW WE GET TO THE AIRPORTS

IN THE REGION

FLYAWAY

TRANSIT
TNC*
TAXI
LIMO
RENTAL

DRIVE SELF

DROPOFF
0% 10% 20% 30% 40% 50%
*Transportation Network Companies, such as Uber and Lyft

HOW WE GET TO THE AIRPORTS

IN THE REGION

FLYAWAY

TRANSIT
TNC*
TAXI
LIMO
RENTAL

DRIVE SELF

DROPOFF
0% 10% 20% 30% 40% 50%
*Transportation Network Companies, such as Uber and Lyft TRENDS

GENERAL AVIATION GREW

AT AN ANNUAL
GROWTH
RATE OF0.12%*

AIR CARGO GREW

AT AN ANNUAL
GROWTH
RATE OF4.6%*
*From 2012 to 2017
TRENDS

GENERAL AVIATION GREW

AT AN ANNUAL
GROWTH
RATE OF0.12%*

AIR CARGO GREW

AT AN ANNUAL
GROWTH
RATE OF4.6%*
*From 2012 to 2017
FOCUS

GOODS MOVEMENT
Goods Movement dependent
industries generated 2.9

MILLION
JOBS
FOCUS

GOODS MOVEMENT
sq. ft. of
warehousing
& distribution
space

1.2 NEARLY

BILLION
facilities
>50k sq. ft.
in size
750

AND CLOSE TO

MILLION
300%
GROWTH
in VEHICLE HOURS OF DELAY per day at rail-highway
grade crossings across the region by 2045
OVER

$122

BILLION

REGIONAL AIRPORTS

HANDLED NEARLY
in international
air cargo in 2018

SOUTHERN CALIFORNIA

HAS THE LARGEST

CONTAINER PORT COMPLEX

IN THE UNITED STATES
9th largest container port
complex in the world in 2018
Goods Movement dependent
industries generated 2.9

MILLION
JOBS
sq. ft. of
warehousing
& distribution
space

1.2 NEARLY

BILLION
facilities
>50k sq. ft.
in size
750

AND CLOSE TO

MILLION
300%
GROWTH
in VEHICLE HOURS OF DELAY per day at rail-highway
grade crossings across the region by 2045
OVER

$122

BILLION

REGIONAL AIRPORTS

HANDLED NEARLY
in international
air cargo in 2018

SOUTHERN CALIFORNIA

HAS THE LARGEST

CONTAINER PORT COMPLEX

IN THE UNITED STATES
9th largest container port
complex in the world in 2018
**Source: ATRI
cost of congestion to the
trucking industry in the Los Angeles
metropolitan region in 2016
$1.6
BILLION**
* Not including carload and automobile terminals
2 CLASS 1
RAILROADS 6

INTERMODAL
RAIL YARDS*
IN 2018, THE VALUE OF INTERNATIONAL

TRADE THAT MOVED THROUGH THE

SCAG REGION WAS OVER
including total maritime and
cross-border trade and air freight
$562

BILLION

THE SCAG REGION

HAD APPROXIMATELY
5,177
MILES of principal arterial
roadway, including
interstate, other freeway &
expressway in 2018
**Source: ATRI
cost of congestion to the
trucking industry in the Los Angeles
metropolitan region in 2016
$1.6
BILLION**
* Not including carload and automobile terminals
2 CLASS 1
RAILROADS 6

INTERMODAL
RAIL YARDS*
IN 2018, THE VALUE OF INTERNATIONAL

TRADE THAT MOVED THROUGH THE

SCAG REGION WAS OVER
including total maritime and
cross-border trade and air freight
$562

BILLION

THE SCAG REGION

HAD APPROXIMATELY
5,177
MILES of principal arterial
roadway, including
interstate, other freeway &
expressway in 2018
Connect SoCal
32 From 2010 to 2018, one unit was built for every 3.32 persons in the SCAG region which is a 47.5 percent decrease compared to the 1.74 persons per unit in 1970 to 1980. There are also many other contributors to the overall housing crisis including barriers caused by land use zoning that prevent new housing development and increasing building and other costs resulting from time delays, environmental litigation, lack of sufficient local funding mechanisms and community resistance to new housing, especially medium and high- density projects. The second problem, lack of affordability, is the mismatch of household incomes to the prices of housing that is available. EXHIBIT 2.5 highlights SCAG’s existing land use as of 2016. One underlying challenge is that middle income job growth has been severely deficient despite an otherwise strong recovery from the Great Recession.

Additionally, population and employment growth in metropolitan areas in California has slowed in recent years because wages cannot compensate for the high cost of housing. From 2000 to 2017, median gross rent and median home price have increased 25.5 percent and 55.7 percent, respectively, while median household income only increased by 2 percent. High housing costs often force residents to live further away from their workplace as affordable options are sparse near their place of work. In surveying the needs and concerns of residents in Southern California, affordable housing and homelessness were the top concerns. The California Legislative Analyst’s Office found that for every 10 percent increase in a metropolitan area’s median rent, there was a

4.5 percent increase in an individual’s commute time

5. High housing prices
contribute to sprawl, add time to regular commutes, make food and healthcare less attainable by constraining household resources, and exacerbate the growing homelessness crisis.

The cumulative impacts of the housing shortage on individuals’ everyday lives add up to a significant economic loss for our region. This is in spite of the fact that every dollar spent on new housing construction, including infill development, generates more than an additional dollar ($1.10) in total economic activity, and each job created through residential construction supports 1.4 additional jobs

6. These challenges also present an opportunity,
5 Taylor, Mac. (2015). California’s High Housing Costs: Causes and Consequences. California Legislative Analysts’ Office. 17 March
6 Center for Strategic Economic Research. (2014). The Economic Benefits of Housing in California. September. however: Increasing the supply of affordable housing would reduce poverty and homelessness, increase residents’ economic mobility and educational attainment and improve health outcomes in vulnerable populations. Several studies that have analyzed the economic relationship between affordable housing and surrounding properties have found that affordable housing development has little to no impact on surrounding property values, and in some cases, surrounding property values have increased.

NATURAL LANDS
A range of local conservation plans, habitat conservation agencies and state/ federal park designated areas provide protection for a significant amount of natural and farmland in the SCAG region. Many of these protected lands are in remote desert areas far from incorporated areas (EXHIBIT 2.6), leaving a substantial amount of land on the urban and suburban fringe susceptible to development. Protected areas tend to not be distributed evenly across habitat types, leaving some habitat types largely unprotected. Many of the high- biodiversity habitats that play a key role in the region’s ecosystem are adjacent to urban and suburban communities and do not have protected status.

Furthermore, many habitats, both protected and unprotected, are in need of restoration efforts such as non-native species removal, re-introduction of native species, erosion control and re-connecting fragmented areas.

FARM LAND LOST & AT-RISK
Like natural habitat lands, farm and grazing lands are at risk. According to the California Department of Conservation’s most recent data, the SCAG region lost 21 percent of its farmland between 1984 (the year the farmland tracking began) and 2016. Major losses were seen in Los Angeles, San Bernardino and Orange counties, which respectively lost 55, 71 and 78 percent of their farmland (TABLE

2.2). This decline of agricultural land has implications for the economy and the environment, especially in the context of climate change. While many farming practices contribute to greenhouse gas (GHG) emissions, emissions from farmlands are far less than those from urban environments. Farm and grazing lands can also provide co-benefits such as wildlife habitats, flood control and groundwater recharge. Productive farm and range lands bring billions of dollars into Southern California’s economy, creating jobs and providing food security.

Converting these lands to urban development weakens this vital industry and the region’s position in the U.S. economy.

FOCUS

AFFORDABLE HOUSING
California is in the midst of a long-term structural
housing shortage and affordability crisis. In 2016,
SCAG published the report, Mission Impossible:

Meeting California’s Housing Challenge, to review
the causes and consequences of the housing
crisis throughout the state and for the SCAG
region. It found that the lack of supply of housing
is due to the fact that housing construction has
not kept up with population growth. There are also
many other contributors to the overall housing
crisis including barriers caused by land use
zoning that prevent new housing development
and increasing building and other costs resulting
from time delays, environmental litigation, lack
of sufficient local funding mechanisms, and
community resistance to new housing especially
medium and high-density projects.

HOME BUILDING HAS NOT KEPT UP WITH

POPULATION GROWTH
1970-1980 1.74

PERSONS
ADDED1
NEW

UNIT PER

4.52 PERSONS
ADDED
1990-2000

A DROP IN HOME

BUILDING
PER
1 NEW
UNIT
2010-2018 3.32

PERSONS
ADDED
PER
1 NEW
UNIT
FROM 2000 TO 2017
FOR
RENT
MEDIAN
RENT 26%
vs.
$532,175

55.7%
in SCAG Region
MEDIAN
HOME
PRICE 2%
MEDIAN

HOUSEHOLD
INCOME
FOCUS

AFFORDABLE HOUSING
California is in the midst of a long-term structural
housing shortage and affordability crisis. In 2016,
SCAG published the report, Mission Impossible:

HOME BUILDING HAS NOT KEPT UP WITH

POPULATION GROWTH
1970-1980 1.74

PERSONS
ADDED1
NEW

UNIT PER

4.52 PERSONS
ADDED
1990-2000

A DROP IN HOME

BUILDING
PER
1 NEW
UNIT
2010-2018 3.32

PERSONS
ADDED
PER
1 NEW
UNIT
FROM 2000 TO 2017
FOR
RENT
MEDIAN
RENT 26%
vs.
$532,175

55.7%
in SCAG Region
MEDIAN
HOME
PRICE 2%
MEDIAN

HOUSEHOLD
INCOME
Source: U.S. Census Bureau; Census 2000 Summary File 1, 2017 American Community Survey 1-Year Estimates, and SCAG’s 2016 Mission Impossible? Meeting California’s Housing Challenge Report.

Source: U.S. Census Bureau; Census 2000 Summary File 1, 2017 American Community Survey 1-Year Estimates, and SCAG’s 2016 Mission Impossible? Meeting California’s Housing Challenge Report.

San Bernardino
County
Riverside
County
Imperial
County
Orange
County
Ventura
County
Los Angeles
County
San Diego
County
Santa Barbara
County
Kern
County
Kings
County
MEXICO
Salton
Sea

ARIZONA
NEVADA
Source: SCAG, 2019
Specific Plan
TPA (2016)
HQTA (2016)
Single Family Residential
Multi-Family Residential
Mobile Homes and Trailer Parks
Mixed Residential
Rural Residential
General Office
Commercial and Services
Facilities
Education
Military Installations
Industrial
Transportation, Communications, and Utilities
Mixed Commercial and Industrial
Mixed Residential and Commercial
Open Space and Recreation
Agriculture
Vacant
Water
Specific Plan
Under Construction
Undevelopable
Unknown
O:\=RTP\=rtp2020\mxds\=Main_Report\Chapter 2\Exhibit 2.5 Regional Land Use, 2016.mxd | Date: 3/10/2020Map Title: Exhibit 2.5 Regional Land Use, 2016 ° 0 20 4010
Miles
Service Layer Credits: Copyright:(c) 2014 Esri, Esri, Garmin, GEBCO, NOAA NGDC, and other contributors Pacific
Ocean
EXHIBIT 2.5 Regional Land Use, 2016
US Forest Service
US Bureau of Land Management
National Park Service
US Fish and Wildlife Service
US Military/Defense
Other Federal
California Department of Parks and Recreation
California Department of Fish and Wildlife
Other State
County
City
Special District
Non Governmental Organization
Private
Conservation Easement
San Bernardino
County
Riverside
County
Imperial
County
Orange
County
Ventura
County Los Angeles
County
San Diego
County
Santa Barbara
County
Kern
County
Kings
County
MEXICO
Salton
Sea

ARIZONA
NEVADA
Source: SCAG, California Protected Areas Database, 2017; California Conservation Easement Database, 2016 O:\=RTP\=rtp2020\mxds\=Main_Report\Chapter 2\Exhibit 2.6 Protected Areas in SCAG Region.mxd | Date: 3/10/2020Map Title: Exhibit 2.6 Protected Areas in SCAG Region ° 0 20 4010
Miles
Service Layer Credits: Copyright:(c) 2014 Esri, Esri, Garmin, GEBCO, NOAA NGDC, and other contributors Pacific
Ocean
EXHIBIT 2.6 Protected Areas in the SCAG Region
Connect SoCal
36 TABLE 2.2 Farmland Loss by County in Acres, 1984-2016 County 1984 2016 Percent
Change
Imperial 562,132 528,471 -6%
Los Angeles 60,877 27,390 -55%
Orange 26,535 5,715 -78%
Riverside 561,542 419,835 -25%
San Bernardino 69,575 20,293 -71%
Ventura 132,388 118,508 -10%
SCAG Region 1,413,049 1,120,212 -21%
Source: California Department of Conservation Farmland Mapping & Monitoring Program As population continues to grow, vital habitat and farmlands face severe development pressure. In addition to their respective roles in biodiversity and food production, both natural areas and farmlands help reduce the impacts of climate change by capturing GHGs in the soil, plants, and trees instead of allowing them to concentrate in the atmosphere. Urban, suburban and even rural development on previously undeveloped land results in increased GHG emissions. The conservation of natural area and farmlands on the edges of urban and suburban development is an integral aspect of Connect SoCal as it incentivizes infill development and the concentration of different land uses. This makes it easier to travel shorter distances which reduces GHG emissions. Many counties, cities and conservation groups in Southern California have excelled in their work to protect these vulnerable lands, but few plans or policies have been enacted to preserve habitat and farmlands on a regional scale. With regional population increases, conservation decisions made now can safeguard the endurance of these lands, protecting threatened wildlife and the local agricultural economy, and reducing carbon emissions, while also contributing to a high quality of life for future generations.

TRANSPORTATION SAFETY
Traffic-related fatalities and serious injuries are a critical and preventable public health and equity issue in the region. Approximately 1,500 people die, more than 5,200 are severely injured, and 136,000 are injured on roadways throughout the SCAG region every year. Collisions are happening in every community in the region, from El Centro in Imperial County to Malibu in Los Angeles County. They are happening to people from all walks of life, to those who drive and to people who walk and bike. Approximately 90 percent of collisions are occurring in urban areas, with most taking place on local roads, not highways. Regionally, 65 percent of fatalities and serious injuries are occurring on less than 1.5 percent of the roadway network. Of particular concern are vulnerable groups such as children, older adults, and users of personal mobility devices such as e-scooters. These roadway users do not have the protections included in automobiles, and collisions involving them have higher fatality rates. Pedestrian and bicycle-related collisions have been steadily increasing since 2012, underscoring the importance of implementing infrastructure improvements that safely accommodate all modes, or reducing speed limits in some areas to reduce the likelihood or severity of higher speed collisions. Unsafe speed is the primary collision factor in the SCAG region, accounting for about 30 percent of collisions. At 50 miles per hour, a pedestrian has only 25 percent chance of survival if struck. In contrast, at about 25 miles per hour, if struck, a pedestrian has a 90 percent chance of survival.

Traffic-related fatalities and serious injuries have significant impacts on the lives of families, friends and community members. They also have economic and environmental impacts. Traffic collisions impact congestion, leading to emergency management costs and additional GHG emissions from bottlenecking. Increasing safety for pedestrians and bicyclists can make transit and active transportation more desirable, thereby motivating mode shifts and reducing GHG emissions. Policies, infrastructure and mode choice impact the safety of everyone who travels throughout the region. Providing a safe transportation network is essential for meeting SCAG’s economic, housing, environmental, equity and public health goals, and will require optimizing the existing system to strategically incorporate complete streets while supporting a range of other safety strategies.

UNSAFE
SPEED
#1

REASON FOR

ALL COLLISIONS
136,000

INJURED

ANNUALLY
5,200

SEVERELY INJURED

ANNUALLY

ON ROADWAYS

IN THE SCAG REGION
Fatal and Serious Injury collisions have increased in the region since 2012, underscoring the importance of re-evaluating our street designs and speed limits. Approximately 90 percent of collisions occur in urban areas, with most taking place on local roads, not highways. Unsafe speed is the primary collision factor in the SCAG region. About 30 percent of collisions are due to unsafe speed. At 50 miles per hour, a pedestrian has only 25 percent chance of survival if struck. In contrast, at about 25 miles per hour, if struck, a pedestrian has a 90 percent chance of survival.

FOCUS

TRANSPORTATION SAFETY
1,500

PEOPLE DIE

ANNUALLY
65 %

OF FATALITIES & SERIOUS

INJURIES ANNUALLY

1.5 %
OF THE REGION’S

ROADWAY NETWORK
OCCUR

IN LESS THAN
UNSAFE
SPEED
#1

REASON FOR

ALL COLLISIONS
136,000

INJURED

ANNUALLY
5,200

SEVERELY INJURED

ANNUALLY

ON ROADWAYS

FOCUS

TRANSPORTATION SAFETY
1,500

PEOPLE DIE

ANNUALLY
65 %

OF FATALITIES & SERIOUS

INJURIES ANNUALLY

1.5 %
OF THE REGION’S

ROADWAY NETWORK
OCCUR

IN LESS THAN
Source: Statewide Integrated Traffic Records System (SWITRS), 2016 Source: Statewide Integrated Traffic Records System (SWITRS), 2016 Connect SoCal
38 TRANSPORTATION SECURITY
Catastrophic events like earthquakes, floods, fires, hazardous material incidents, dam failures, civil unrest, transportation accidents, tsunamis and terrorism can occur at any given moment in the SCAG region. The state of California has experienced 323 state proclaimed emergencies and 267 federally proclaimed disasters since the year 1950. While the threat of disasters cannot be eliminated, effective planning can help minimize the impacts from disasters.

Disaster incidents in the state were highest between 2000 and 2009 where 59 people died, and 885 people were injured. Despite a tripling of population between 1950 and 2017, the number of deaths resulting from disasters has remained within a relatively narrow range. The two most frequent disasters in the SCAG region are floods (160 incidents since 1950) and fires (138 incidents since 1950).

PUBLIC HEALTH
Across the SCAG region, transportation and land use decisions are shaping neighborhoods, while also influencing the health outcomes of residents. The way a community is designed impacts the likelihood that a person will bike or walk to school, work, or local shops; have access to healthy food or parks; and breathe air that is free of pollutants. Conditions in the places where people are born, live, learn, work and play affect a wide range of health risks and outcomes.

These conditions are known as the Social Determinants of Health (SDOH) and they help explain why health outcomes (e.g., rates of asthma or diabetes) vary widely across the region. Depending on where you live in the region, your life expectancy could be as low as 68 years or as high as 93 years. To improve health outcomes and to reduce these inequities, it is critical for public health to be integrated into land use and transportation planning.

Public health outcomes in the 4-year period from 2012 to 2016, the base years of the 2016 RTP/SCS and Connect SoCal, have largely worsened or remained constant across the SCAG region, including asthma (13.8 percent), diabetes (8.9 percent), pre-diabetes (13.7 percent), high blood pressure (27.9 percent), heart disease (5.8 percent) and obesity (29.6 percent). The main chronic diseases accounting for deaths in the region are coronary heart disease, cerebrovascular disease (stroke), chronic lower respiratory disease and diabetes. Chronic diseases carry significant direct treatment-related costs and indirect costs. Healthcare expenditures continue to be a large burden on the regional economy, with $18.8 billion spent annually at the base year on just three chronic diseases: type 2 diabetes, high blood pressure, and heart disease. Reducing the prevalence of chronic disease through strategic transportation investments and land use strategies would benefit the region’s health and the economy.

The aging of the region’s population will also pose new public health challenges.

Most senior citizens prefer to age in place rather than move into a smaller dwelling unit or group housing. With an aging population comes greater risks of health complications, and an increased need to plan for walkable and compact urban environments to support older adults choosing to age in place.

Through the implementation of Connect SoCal, public health outcomes through transportation investments and land use strategies are expected to improve across each of SCAG’s public health focus areas.

SYSTEM PRESERVATION & RESILIENCE
Maintaining the operational efficiency of our transportation system is crucial.

Unfortunately, demand on the system has increased over the decades without significant maintenance reinvestment. This has greatly influenced the number of roadways and bridges that have fallen into an unacceptable state of disrepair. Indeed, many residents have expressed concern. One particular resident commented that “Southern California’s roads are in horrible condition. There’s no infrastructure to support planned development.” Part of the challenge is to ensure that life cycle costs such as maintenance and preservation expenses, are considered and planned in the development of infrastructure projects. Until the passage of Senate Bill 1 (SB1) (2017), funding for preservation and improvement of our system was on a dramatic decline.

SB 1 provides a much needed funding supplement for system preservation, but we must continue to weigh our options carefully in allocating and investing resources to maximize the productivity of our transportation system. FIGURE

2.5 displays the conditions of distressed lane miles on the State Highway System. FIGURE 2.6 reflects bridge conditions in the SCAG region.

ACCESS & MOBILITY
Reaching destinations in a timely manner is a top concern of Southern California residents. In 2016, average trip length to work was over 19 miles and FOCUS

PUBLIC HEALTH
FOCUS

PUBLIC HEALTH
Conditions in the places where people are born, live, learn, work, and play affect a wide range of health risks and outcomes. If a person lives in housing adjacent to a freeway or high traffic road, they may be more likely to develop asthma. If a person lives in a community with an abundance of bikeways, they may be more inclined to bike to work or school. These types of community conditions are known as the Social Determinants of Health (SDOH) and they help explain why health outcomes (e.g., rates of asthma or diabetes, lifespans, etc.) vary widely across the region. Social Determinants of Health are often the result of past transportation and land use planning and policy decisions, and they, along with economic opportunities, play a role in shaping these circumstances and influencing health outcomes.

Since the last plan was adopted, overall public health trends have continued to worsen or stay the same. SCAG analyzes health outcomes affected by the SDOH which include: accessibility to essential services; air quality; affordable housing; climate change; economic opportunity; safety; and physical activity.

Conditions in the places where people are born, live, learn, work, and play affect a wide range of health risks and outcomes. If a person lives in housing adjacent to a freeway or high traffic road, they may be more likely to develop asthma. If a person lives in a community with an abundance of bikeways, they may be more inclined to bike to work or school. These types of community conditions are known as the Social Determinants of Health (SDOH) and they help explain why health outcomes (e.g., rates of asthma or diabetes, lifespans, etc.) vary widely across the region. Social Determinants of Health are often the result of past transportation and land use planning and policy decisions, and they, along with economic opportunities, play a role in shaping these circumstances and influencing health outcomes.

ANNUAL COST OF TREATING
CHRONIC DISEASES:

Heart disease,
high blood pressure
and diabetes.

BILLION

CHRONIC DISEASES & INJURIES
MAKE UP OVER 69% OF ALL CAUSES
OF DEATH IN THE REGION:
14%
ASTHMA
13%

PRE-DIABETES
9%

DIABETES
28%

HIGH BLOOD PRESSURE
6%

HEART DISEASE
29%

OBESITY
(+2% increase since 2012)
(existing rate 2016)
(2016)
(+4% increase since 2012)
(+10% increase since 2001)
(2016)

CHRONIC DISEASES & INJURIES
MAKE UP OVER 69% OF ALL CAUSES
OF DEATH IN THE REGION:
14%
ASTHMA
13%

PRE-DIABETES
9%

DIABETES
28%

HIGH BLOOD PRESSURE
6%

HEART DISEASE
29%

OBESITY
(+2% increase since 2012)
(existing rate 2016)
(2016)
(+4% increase since 2012)
(+10% increase since 2001)
(2016)
Source: California Health Interview Survey (CHIS), 2012, 2016, California Public Health Assessment Model (C-PHAM) for the $16.7 billion figure Source: California Health Interview Survey (CHIS), 2012, 2016, California Public Health Assessment Model (C-PHAM) for the $16.7 billion figure $16.7

ANNUAL COST OF TREATING
CHRONIC DISEASES:

Heart disease,
high blood pressure
and diabetes.

BILLION
Connect SoCal
40 14 miles by auto and transit respectively. Yet it took over twice as long by transit (69 min) to make the same trip compared to auto (31 min).

Examining Southern California’s transportation system, it is clear that there are many causes of congestion and challenges for improving accessibility.

Paramount among them is a dependence on personal vehicles in our region, which often shapes our built environment to be more suited to cars than people – reducing the attractiveness and viability of transit as an alternative means of getting around. Residents see a lack of transit options as a significant challenge and many express a desire, as one survey respondent put it, for more “…reliable transit outside of the Los Angeles downtown core.”
An imbalance between jobs and housing in many areas presents challenges to access and mobility in Southern California due to the geography and urban sprawl of our region. Many residents continue to move farther and farther inland to reach lower priced housing. Additional factors impacting congestion on roadways and transit accessibility are natural impediments such as mountains and waterways and other challenges.

Another cause of congestion is gaps in the road network and bottlenecks where capacity is reduced at pinch points. SCAG identified the top 100 bottleneck locations in 2016 by annual hours of vehicle delay. Most bottlenecks are active in the morning and/or afternoon peak periods, and all are active at midday. The most active time for bottlenecks is the afternoon peak period. The top three ranked bottlenecks in the SCAG region are all located on the I-405. The top ranked bottleneck, where National Blvd. meets the Santa Monica Freeway (I-10) in Los Angeles, results in over 1.7 million annual hours of vehicle delay. Most bottlenecks are located in Los Angeles County, with 19 in Orange County, three in Riverside County and two in San Bernardino County. More discussion on bottlenecks is included in the Congestion Management Technical Report.

Access to opportunities such as jobs, schools and healthcare is critical to the well-being of all segments of our society. Equitable access to such opportunities still remain a challenges. Minority and low-income populations tend to live in areas that have relatively fewer opportunities and services. At the same time, they tend to be more dependent on public transportation, and/or walking or bicycling due to lower rates of auto ownership, which results in limiting their FIGURE 2.5 Pavement Condition of State Highway System
Ventura
San Bernardino
Riverside
Orange
Los Angeles
Imperial
0% 20% 40% 60% 80%
Poor
Fair
GoodSource: Caltrans Automated Pavement Condition Survey 2015-2016 FIGURE 2.6 Bridge Conditions in the SCAG Region, 2015
Ventura
San Bernardino
Riverside
Orange
Los Angeles
Imperial
0 500 1000 1500 2000 2500 3000
Poor
Fair
Good
Source: FHWA Bridge Inventory
41 Chapter 2 SoCal Today
access to opportunities, thus putting them at a disadvantage relative to the general population.

FUNDING THE TRANSPORTATION SYSTEM
The cost of a multimodal transportation system that will serve the region’s projected growth in population, employment, and demand for travel surpasses the projected revenues expected from existing sources including the gas tax, our historic source of transportation funding. The purchasing power of our gas tax revenues is decreasing and will continue a downward trajectory while transportation costs escalate, fuel efficiency improves, and the number of alternative-fuel vehicles continues to grow.

Despite the recent increase in state revenue through a state gas tax increase and other transportation fees with the passage of SB 1, state sources comprise a small share of total transportation revenues. Additionally, federal sources continue to dwindle as federal fuel tax rates have not been adjusted since 1993.

To backfill limited state and federal gas tax revenues, our region has continued to rely on local revenues to meet transportation needs. In fact, 60 percent of the region’s core revenues are from local sources. Eight sales tax measures have been adopted throughout the region since the 1980s; the burden of raising tax dollars has shifted significantly to local agencies.

Simultaneously, we need to explore innovative local programs that help meet the challenge of financing and maintaining the transportation system while reflecting the unique needs of the region. Efforts are underway to explore how we can transition from our current system based on fuel taxes to a more direct system based on user fees. In addition to generating revenues, user fees are among the most impactful VMT and GHG reduction strategies for the transportation sector. Yet perceptions about the fairness of user fees often raise public acceptability concerns. A sensible system of user fees can be designed with policies that address equity concerns.

PLANNING FOR DISRUPTION
Emerging technology has the potential to expand transportation choices and equity throughout the region. By providing more options for local and regional trips, emerging technologies may shift trips to less environmentally damaging modes, minimize negative environmental impacts associated with current vehicle use, increase system efficiency, improve safety, and reduce auto-related collisions and fatalities. However, realizing the potential benefits (and potential negative impacts) is dependent on the rate of technology development and adoption of a wide range of public and private sector innovations. Emerging transportation technologies pose numerous challenges and opportunities for the SCAG region, including:
z An uncertain pace of development and deployment
z Challenges obtaining data from the private sector
z The impact of Transportation Network Companies (TNCs) on transit and active transportation usage
z A lack of permanence in public/private service agreements z High likelihood of new technology actually increasing VMT z Finding a balance between regulation and innovation
z Avoiding inequities in accessing new transportation technologies Emerging technologies vary widely when it comes to their effect on VMT, and therefore GHG emissions. Some of these technologies, such as alternative fuel vehicles, micro-mobility, bikesharing and microtransit, have a mitigating influence on GHG emissions. Others, such as ride-hailing and automated vehicles, will increase VMT and GHG emissions if their business models do not adapt
7 to eliminate or reduce single-passenger rides and “deadheading,” where drivers drive with zero passengers. Therefore, it is vitally important to adopt strategies and policies that ensure pooled or shared rides.

MEETING FEDERAL AIR QUALITY STANDARDS
Although air quality has improved significantly over the past decades, the SCAG region still experiences among the worst air quality in the country. Almost the entire SCAG region fails to meet the health-based federal air quality standards for one or more transportation-related air pollutants. In addition to public health impacts from unhealthy air quality, the challenge of meeting health- based federal air quality standards has serious implications for the RTP/SCS, the Federal Transportation Improvement Program (FTIP) and transportation projects in the SCAG region.
7 San Francisco County Transportation Authority, TNCs and Congestion Final Report, October 2018.

Connect SoCal
42 A particularly pressing challenge is for the South Coast Region to meet the 2023 statutory deadline of attaining the 1997 ozone standard. Pursuant to the federal Clean Air Act (CAA), a Contingency Measure Plan was recently developed jointly by the South Coast Air Quality Management District (SCAQMD) and the California Air Resources Board (ARB) and subsequently submitted to the U.S. Environmental Protection Agency (EPA). The Contingency Measure Plan highlights the critical need for federal regulatory actions and/or funding to address emission sources under federal jurisdiction including aircraft, ships, trains and out-of-state trucks in order to meet the air quality standard. This is in addition to regulatory actions, programs and incentive funding SCAQMD and ARB have developed to achieve emission reductions.

If the U.S. EPA disapproves the air plan, a federal sanctions clock will be triggered which will lead to federal highway sanctions if the underlying deficiency cannot be resolved within 24 months. Highway sanctions restrict federal funding to transportation projects that expand highway capacity, nonexempt project development activities and any other projects that do not explicitly meet exemption criteria. If imposed, highway sanctions have the potential to impact billions of dollars of federal funding and tens of billions of dollars of important transportation projects in the SCAG region.

Transportation, especially the goods movement sectors, contributes to the overwhelming majority of air pollutant emissions causing ozone pollution.

A comprehensive and coordinated regional solution including aggressive regulations, advancements in clean technologies, innovative solutions, and integrated land use and transportation planning from all levels of governments and all stakeholders will be required to achieve the needed emission reductions from the goods movement sectors.

Finally, the emission of air pollutants come from a wide range of sources and may be transported upwind. Therefore, a mitigation strategy should be in place to assist impacted communities, even if the emissions are not being locally produced.

MOVING TOWARDS SOLUTIONS
As this region continues to grow in age and population, and in an environment already experiencing significant challenges, it is crucial that land use and transportation strategies are integrated to achieve regional goals. Connect SoCal identifies a number of land use and transportation strategies that will provide residents more choices in how they can reach their destinations reliably and reduce congestion on roadways in our region through 2045 and beyond.

In the following chapter, Connect SoCal showcases an array of investments across all transportation modes and incorporates a range of best practices for increasing transportation choices, reducing dependence on personal automobiles, encouraging growth in walkable/mixed-use communities with ready access to transit infrastructure and employment opportunities, and improving air quality. More and varied housing types and employment opportunities are envisioned within and near job centers, transit stations, and walkable neighborhoods where goods and services are easily accessible via shorter trips.

Strategies in Connect SoCal also recognize the transformative potential of emerging technologies and mobility innovations to provide increased mobility, reduce harmful emissions, generate new revenue streams for regional reinvestment, and opportunities to affect land use to improve quality of life. While no one technology or innovation is likely to solve our regional challenges alone, the combination of and judicious application of their benefits for the region can positively change the way we live, work and travel in Southern California.
43 CHAPTER
3 45

A PATH TO

GREATER ACCESS,

MOBILITY &

SUSTAINABILITY
CHAPTER 3
Connect SoCal – The 2020–2045 Regional Transportation Plan/Sustainable Communities Strategy Connect SoCal
46 There is no one-size-fits-all solution for regional challenges. Instead, we must explore an integrated web of creative strategies to achieve the goals of Connect SoCal. In this chapter we will lay out clear policy guidance, action- oriented strategies and pragmatic tools that can be utilized to achieve a coordinated and balanced regional transportation system. This chapter also describes strategies to integrate the region’s Forecasted Development Pattern with the transportation network to demonstrate reductions in greenhouse gas (GHG) emissions.

OUR VISION FOR A

CONNECTED REGION
As the region’s population increases, ages and diversifies, it is crucial that land use decisions and transportation investments made at the federal, state, regional and local levels are coordinated to be able to achieve Connect SoCal’s regional goals. Developing compact centers with a robust mix of land uses, a range of building types and connected public spaces can strengthen the fabric of communities. Targeting rideshare and transportation demand management strategies near employment centers can reduce travel costs and improve air quality. Thoughtfully locating freight delivery facilities and logistics centers can reduce truck travel and the impact of goods movement on communities.

While coordinating land-use and transportation strategies makes sense and can yield beneficial outcomes, implementation is difficult in a region where authority is divided among myriad agencies. This plan is not designed to dictate or supersede local actions and policies, but rather to lay out a path to achieving regional goals set by the Regional Council.

Our vision for the region incorporates a range of best practices for increasing transportation choices, reducing dependence on personal automobiles, further improving air quality and encouraging growth in walkable, mixed-use communities with ready access to transit infrastructure and employment.

More and varied housing types and employment opportunities would be located in and near job centers, transit stations and walkable neighborhoods where goods and services are easily accessible via shorter trips. To support shorter trips, people would have the choice of using neighborhood bike networks, car share or micro-mobility services like shared bicycles or scooters.

For longer commutes, people would have expanded regional transit services and more employer incentives to carpool or vanpool. Other longer trips

CORE VISION
Rooted in the 2008 and 2012 RTP/SCS plans, Connect SoCal’s “Core Vision” centers on maintaining and better managing the transportation network we have for moving people and goods, while expanding mobility choices by locating housing, jobs and transit closer together and increasing investment in transit and complete streets. Examples of SCAG’s Core Vision are embedded throughout this chapter in blue highlight boxes, and include progress made since the 2016 RTP/SCS. These highlights are presented alongside the narrative, which provides a more comprehensive overview of strategies planned to advance the region’s core vision for mobility and sustainability. The Core Vision includes:

DEMAND & SYSTEM MANAGEMENT

COMPLETE STREETS

GOODS MOVEMENT

SUSTAINABLE DEVELOPMENT

SYSTEM PRESERVATION & RESILIENCE

TRANSIT BACKBONE

47 Chapter 3 A Path to Greater Access, Mobility & Sustainability would be supported by on-demand services such as microtransit, carshare and citywide partnerships with ride hailing services. For those that choose to drive, hotspots of congestion would be less difficult to navigate due to cordon pricing, and using an electric vehicle will be easier thanks to an expanded regional charging network.

There are certainly inherent constraints to expansive regional growth, and areas that are susceptible to natural hazards and a changing climate must be recognized. Connect SoCal therefore emphasizes options that conserve important farmland, resource areas and habitat corridors, and de- prioritizes growth on lands that are vulnerable to wildfire, flooding and near term sea-level rise.

OUR APPROACH
Connect SoCal addresses regional challenges in several ways. A key, formative step is to develop a Regional Growth Forecast in collaboration with local jurisdictions, which helps SCAG identify opportunities and barriers to development. The plan forecasts the number of people, households and jobs (at the jurisdictional level) expected throughout SCAG’s 191 cities and in unincorporated areas by 2045. This forecast helps the region understand in a very general sense where we expect growth and allows us to focus attention on areas experiencing change and increases in transportation needs. For additional details on growth forecast methodology, refer to the Demographics and Growth Forecast Technical Report.

The Regional Growth Forecast is then complemented by a set of strategies to guide integrated land use development decisions and transportation investments to achieve regional goals, called the Connect SoCal Growth Vision.

The resulting Forecasted Development Pattern includes strategies to prioritize areas for new development, like near destinations and mobility options, and places enhanced conservation value on resource areas, key farm lands and areas vulnerable to natural hazards. However, Connect SoCal does not dictate or supersede local policies, actions or strategies – applying the Forecasted Development Pattern at the local level is the authority and responsibility of towns, cities and counties. The regional Forecasted Development Pattern identifies areas sufficient to house the region’s population, including all economic segments of the population, through 2045. It takes into account

KEY CONNECTIONS
In this chapter, we also describe Connect SoCal’s “Key Connections” in yellow highlight boxes. Key Connections augment the Core Vision of the plan to address trends and emerging challenges while “closing the gap” between what can be accomplished through intensification of core planning strategies alone, and what must be done to meet increasingly aggressive greenhouse gas reduction goals. These Key Connections lie at the intersection of land use, transportation and innovation, aiming to coalesce policy discussions and advance promising strategies for leveraging new technologies and partnerships to accelerate progress on regional planning goals. The Key Connections include:

HOUSING SUPPORTIVE INFRASTRUCTURE

SMART CITIES & JOB CENTERS

ACCELERATED ELECTRIFICATION

GO ZONES

SHARED MOBILITY & MOBILITY AS A SERVICE

Connect SoCal
48 net migration into the region, population growth, household formation and employment growth. Moreover, Connect SoCal identifies areas within the region sufficient to house near-term and long-term growth and support a diverse economy and workforce. For additional details on the Growth Vision and Forecasted Development Pattern, see the Sustainable Communities Strategy Technical Report.

Key investments are coupled with our Forecasted Development Pattern to optimize the regional transportation system and accommodate the increased service and infrastructure demands posed by land-use changes. Connect SoCal’s transportation investments are financially constrained to reflect core and reasonably available revenues and are progressively integrated with projected land use patterns and coordinated across transportation modes to advance plan goals.

By integrating the Forecasted Development Pattern with a suite of financially constrained transportation investments, Connect SoCal can reach the regional target of reducing greenhouse gases, or GHGs, from autos and light-duty trucks by 8 percent per capita by 2020, and 19 percent by 2035 (compared to 2005 levels). Moreover, this integration can yield tangible outcomes that make our everyday travel needs easier when compared to a future without the plan — for example, the combined work trips made by carpooling, active transportation, and public transit increases by 3 percent and travel delay reduces by 26 percent per capita.

SUSTAINABLE

COMMUNITIES STRATEGY
As part of the state’s mandate to reduce per-capita GHG emissions from automobiles and light trucks, Connect SoCal presents strategies and tools that are consistent with local jurisdictions’ land use policies and incorporate best practices for achieving the state-mandated reductions in GHG emissions at the regional level through reduced per-capita vehicle miles traveled (VMT).

These strategies identify how the SCAG region can implement Connect SoCal and achieve related GHG reductions. It is important to note that SCAG does not have a direct role in implementing the Sustainable Communities Strategy Through our continuing efforts to better align transportation investments and land use decisions, we strive to improve mobility and reduce greenhouse gases by bringing housing, jobs and transit closer together.

PROGRESS SINCE 2016
From 2008 to 2016, 71 percent of the region’s household growth and 75 percent of the region’s job growth occurred in Connect SoCal’s priority growth areas. During this same period, only 11 percent of the region’s household growth and 5 percent of the job growth occurred on constrained areas like prime farmland, and in areas vulnerable to rising seas.

PLANNING FOR 2045
From 2016 to 2045, 64 percent of new households and 74 percent of new jobs will occur in priority growth areas. During this same period, roughly 10 percent of new households and 9 percent of new jobs will occur in constrained areas.

SCAG’s Sustainable Communities Program supports planning in local jurisdictions to advance the regional Growth Vision. In addition, new regional data tools, like the Regional Data Platform, will help local jurisdictions identify areas well suited for infill and redevelopment as well as natural and farm lands to be preserved. Studies and partnerships will also be pursued to establish a Regional Advanced Mitigation Program (RAMP), a strategic habitat and agricultural land conservation-planning program that identifies mitigation solutions for infrastructure projects early in the planning process.

CORE VISION

SUSTAINABLE

DEVELOPMENT

49 Chapter 3 A Path to Greater Access, Mobility & Sustainability —neither through decisions about what type of development goes where, nor what transportation projects are ultimately built. However, SCAG works to support local jurisdictions and partnerships by identifying ways to implement the Sustainable Communities Strategy (SCS) in a way that fits the vision and needs of each local community. Additionally, SCAG serves as a leader as well as a hub to convene stakeholders and to find ways to collaborate on broader regional initiatives. See the Sustainable Communities Strategy Technical Report for more details on GHG reduction and implementation of the SCS.

The following strategies are intended to be supportive of implementing the regional Sustainable Communities Strategy. Several are directly tied to supporting related GHG reductions while others support the broader goals of Connect SoCal:

Focus Growth Near Destinations & Mobility Options
z Emphasize land use patterns that facilitate multimodal access to work, educational and other destinations
z Focus on a regional jobs/housing balance to reduce commute times and distances and expand job opportunities near transit and along center-focused main streets
z Plan for growth near transit investments and support implementation of first/last mile strategies
z Promote the redevelopment of underperforming retail developments and other outmoded nonresidential uses
z Prioritize infill and redevelopment of underutilized land to accommodate new growth, increase amenities and connectivity in existing neighborhoods
z Encourage design and transportation options that reduce the reliance on and number of solo car trips (this could include mixed uses or locating and orienting close to existing destinations)
z Identify ways to “right size” parking requirements and promote alternative parking strategies (e.g. shared parking or smart parking) Promote Diverse Housing Choices
z Preserve and rehabilitate affordable housing and prevent displacement z Identify funding opportunities for new workforce and
affordable housing development
z Create incentives and reduce regulatory barriers for building context- sensitive accessory dwelling units to increase housing supply z Provide support to local jurisdictions to streamline and lessen barriers to housing development that supports reduction of greenhouse gas emissions
Leverage Technology Innovations
z Promote low emission technologies such as neighborhood electric vehicles, shared rides hailing, car sharing, bike sharing and scooters by providing supportive and safe infrastructure such as dedicated lanes, charging and parking/drop-off space
z Improve access to services through technology—such as telework and telemedicine as well as other incentives such as a “mobility wallet,” an app-based system for storing transit and other multi-modal payments z Identify ways to incorporate “micro-power grids” in communities, for example solar energy, hydrogen fuel cell power storage and power generation
Support Implementation of Sustainability Policies
z Pursue funding opportunities to support local sustainable development implementation projects that reduce greenhouse gas emissions z Support statewide legislation that reduces barriers to new construction and that incentivizes development near transit corridors and stations z Support local jurisdictions in the establishment of Enhanced Infrastructure Financing Districts (EIFDs), Community Revitalization and Investment Authorities (CRIAs), or other tax increment or value capture tools to finance sustainable infrastructure and development projects, including parks and open space
z Work with local jurisdictions/communities to identify opportunities and assess barriers to implement sustainability strategies
z Enhance partnerships with other planning organizations to promote resources and best practices in the SCAG region
z Continue to support long range planning efforts by local jurisdictions z Provide educational opportunities to local decisions makers and staff on new tools, best practices and policies related to implementing the Sustainable Communities Strategy
Connect SoCal
50 patterns and design and green infrastructure and buildings. Some key elements are specified the Sustainable Communities Strategy Technical Report.

PRIORITY GROWTH AREAS
Priority Growth Areas (PGAs) follow the principles of center focused placemaking and are locations where many Connect SoCal strategies can be fully realized. Connect SoCal’s PGAs—Job Centers, TPAs, HQTAs, Neighborhood Mobility Areas (NMAs), Livable Corridors and Spheres of Influence (SOIs)— account for only 4 percent of region’s total land area, but implementation of SCAG’s recommended growth strategies will help these areas accommodate 64 percent of forecasted household growth and 74 percent of forecasted employment growth between 2016 and 2045. This more compact form of regional development, if fully realized, can reduce travel distances, increase mobility options, improve access to workplaces, and conserve the region’s resource areas.

Jurisdictions should continue to be sensitive to the possibility of gentrification and employ strategies to mitigate negative community impacts – particularly in PGAs. Although the region will see benefits from infill development, communities are encouraged to actively acknowledge and plan for potential impacts including displacement. Production and preservation of permanent affordable housing to complement infill strategies is essential to achieving equitable outcomes.

Exhibits for priority growth areas and growth constraints, spheres of influence, job centers, transit priority areas, high quality transit areas, and neighborhood mobility areas can be found at the end of this chapter (EXHIBIT

3.4-3.10 ). Following is a description of Connect SoCal’s PGAs and their associated strategies.

JOB CENTERS
Job Centers are where regional strategies that support economic prosperity can be deployed in catalytic ways. Job Centers have been identified in all six counties in the SCAG region and represent areas that have a significantly higher employment density than surrounding areas. Employment growth and residential growth are prioritized in existing Job Centers in order to leverage existing density and infrastructure. However, it is recognized that capacity Promote a Green Region
z Support development of local climate adaptation and hazard mitigation plans, as well as project implementation that improves community resiliency to climate change and natural hazards
z Support local policies for renewable energy production, reduction of urban heat islands and carbon sequestration
z Integrate local food production into the regional landscape z Promote more resource efficient development focused on conservation, recycling and reclamation
z Preserve, enhance and restore regional wildlife connectivity z Reduce consumption of resource areas, including agricultural land z Identify ways to improve access to public park space

LAND USE TOOLS

CENTER FOCUSED PLACEMAKING
Creating dynamic, connected built environments that support multimodal mobility, reduced reliance on single-occupancy vehicles, and reduced GHG emissions is critical throughout the region. Center focused placemaking is an approach that supports attractive and functional places for Southern California residents to live, work and play, in urban, suburban and rural settings. Although center focused placemaking can be applied in a wide range of settings, priority must be placed, however, on urban and suburban infill, in existing/planned service areas and, for unincorporated county growth, within the planning boundary known as “Spheres of Influence” (SOI) where applicable and feasible.

Successful centers are typically human-scale, compact and pedestrian-oriented with a variety of housing types and ranges of affordability. For example, transit-oriented development (TOD) in Transit Priority Areas (TPAs) and high quality transit areas (HQTAs) within centers and nodes along corridors can play a pivotal role in supporting compact development that is less reliant on single-occupancy vehicles. Elements of center-focused placemaking can be implemented when transit service is neither existing nor planned. Center- focused placemaking includes smart locations and linkages, neighborhood 51 Chapter 3 A Path to Greater Access, Mobility & Sustainability for infrastructure or services may need to be evaluated before residential or employment population is increased in a given area. By encouraging regional growth and employing transportation strategies in the 70+ Job Centers throughout the region, Connect SoCal seeks to reinforce regional economic prosperity. SCAG’s methodology to identify Job Centers is not all-inclusive and additional potential centers can be identified.

Job Centers represent areas with local employment peaks rather than simply places with the most jobs. Identified Job Centers are present in over 60 percent of the region’s cities and contain about one-third of Southern California’s jobs – but only cover less than 1 percent of the region’s land area. These Job Centers range in size from over 250,000 jobs in the region’s most urbanized areas, to roughly 1,500 jobs in rural areas – all with employment densities far higher than neighboring areas. When growth is concentrated in Job Centers, the length of vehicle trips for residents can be reduced.

TRANSIT PRIORITY AREAS
Transit Priority Areas (TPAs) are Priority Growth Areas that are within one half mile of existing or planned ‘major’ transit stops in the region. A ‘major’ transit stop is defined as a site containing an existing or planned rail or bus rapid transit station, a ferry terminal served by either a bus or rail transit service, or the intersection of two or more major bus routes with a frequency of service interval of 15 minutes or less during the morning and afternoon peak commute periods. TPAs are where TOD can be realized – where people can live, work and play in higher density, compact communities with ready access to a multitude of safe and convenient transportation alternatives.

Focusing regional growth in areas with planned or existing transit stops is key to achieving equity, economic, and environmental goals. Infill within TPAs can reinforce the assets of existing communities, efficiently leveraging existing infrastructure and potentially lessening impacts on natural and working lands. Growth within TPAs supports Connect SoCal’s strategies for preserving natural lands and farmlands and alleviates development pressure in sensitive resource areas by promoting compact, focused infill development in established communities with access to high-quality transportation.

Although TPAs comprise less than 1 percent of Southern California’s land area, around 30 percent of new households are projected to occur within these transit rich areas.

HIGH QUALITY TRANSIT AREAS
High Quality Transit Areas (HQTAs) are corridor-focused Priority Growth Areas within one half mile of an existing or planned fixed guideway transit stop or a bus transit corridor where buses pick up passengers at a frequency of every 15 minutes (or less) during peak commuting hours. Freeway transit corridors with no bus stops on the freeway alignment do not have a directly associated HQTA.

Like Transit Priority Areas, HQTAs are places where vibrant TOD can be realized and are a cornerstone of land use planning best practice in the SCAG region.

HQTAs represent under 3 percent of the region’s acreage but are projected to be home to over 51 percent of new households between 2016 and 2045.

Infrastructure investments that support walkable, compact communities that integrate land use and transportation planning for a better functioning built environment are essential within HQTAs. Active transportation and new developments should be context-sensitive, responding to the existing physical conditions of the surrounding area. Sensitively designed TODs can preserve existing development patterns and neighborhood character while providing a balance of modal and housing choices.

NEIGHBORHOOD MOBILITY AREAS
Neighborhood mobility area (NMAs) focus on creating, improving, restoring and enhancing safe and convenient connections to schools, shopping, services, places of worship, parks, greenways and other destinations. NMAs are Priority Growth Areas with robust residential to non-residential land use connections, high roadway intersection densities and low-to-moderate traffic speeds. NMAs can encourage safer, multimodal, short trips in existing and planned neighborhoods and reduce reliance on single occupancy vehicles.

NMAs support the principles of center focused placemaking. Fundamental to neighborhood scale mobility in urban, suburban and rural settings is encouraging “walkability,” active transportation and short, shared vehicular trips on a connected network through increased density, mixed land uses, neighborhood design, enhanced destination accessibility and reduced distance to transit.

From 2016 to 2045, nearly 29 percent of new households are projected to be located in NMAs. Although 38 percent of all trips made in the SCAG region are three miles or less, more than 78 percent of these short trips are made Connect SoCal
52 by driving. Improving public health and reducing per-capita VMT, and GHG reductions relies on our region’s ability to support safe and convenient short trips at the neighborhood scale—by foot, bicycle, micro-mobility devices and slow speed electric vehicles such as e-bikes, scooters, and neighborhood electric vehicles. Adopting and implementing Complete Streets policies supports safer neighborhood mobility and connected, economically dynamic communities. Targeting future growth in these areas has inherent benefits to Southern California residents – providing access to “walkable” and destination- rich neighborhoods to more people in the future.

LIVABLE CORRIDORS
The Livable Corridor strategy encourages local jurisdictions to plan and zone for increased density at nodes along key corridors, and to “redevelop” single- story under-performing retail with well-designed, higher density housing and employment centers. Growth at strategic nodes along key corridors, many of which are within HQTAs, will make transit a more convenient and viable option. The Livable Corridors strategy is comprised of three components that will encourage context sensitive density, improve retail performance, combat disinvestment, and improve fiscal outcomes for local communities:
z Transit improvements: Some corridors have been identified as candidates for on-street, dedicated lane Bus Rapid Transit (BRT) or semi-dedicated “BRT-lite” transit. Other corridors have the potential to support features that improve the user experience and bus performance, including enhanced bus shelters, real-time travel information, off-bus ticketing, all-door boarding and longer distances between stops to increase speeds.
z Active transportation improvements: Increased investments in Complete Streets within Livable Corridors and intersecting arterials are essential to support safe bicycling and walking. Investments should include protected lanes to encourage safe bicycling and lower speed mobility, improved pedestrian access and bicycle and micro-mobility parking.
z Land use policies: Mixed-use retail centers at key nodes along Livable Corridors are essential, as is increasing neighborhood-oriented retail at intersections, and flexible zoning that allows for the replacement of under-performing auto-oriented retail.

SPHERES OF INFLUENCE
Local Agency Formation Commissions, or LAFCos, are given the authority to determine SOIs for all local governmental agencies, and each county in the SCAG region has an associated LAFCo. An SOI is a planning boundary outside of a local agency’s legal boundary (such as the city limit line) that designates the agency’s probable future boundary and service area. The intent of an SOI is to promote the efficient, effective and equitable delivery of local and regional services for existing and future residents and to encourage a collaborative process between agencies. A city will periodically annex parcels in an SOI into the city limits to include new developments or areas with infrastructure needs.

Some factors considered in an SOI designation focus on current and future land uses and the need and capacity for services.

Decisions made by LAFCos in the SCAG region can support the implementation of Connect SoCal goals related to infill development, GHG emissions reductions, and climate change resilience. Connect SoCal encourages future unincorporated county growth be prioritized within existing SOIs to discourage urban sprawl and the premature conversion of agricultural and natural lands, support alignment of policies across jurisdictions, and rehabilitate and utilize existing infrastructure. This strategy promotes growth in an efficient manner that limits sprawl and “leapfrog” development and minimizes costs to taxpayers.

As a result, 4 percent of the region’s future household growth will be located in SOIs outside of incorporated city boundaries from 2016 to 2045.

GREEN REGION
A sustainable, “green” region requires that the built environment and natural resource areas coexist in a well-balanced land use pattern that encourages mutual co-benefits. The quality and range of conservation, natural and agricultural areas present in the region can be reinforced and enhanced by a range of regional and local tools.

Paired with PGAs, Connect SoCal’s conservation strategies consider the economic and ecological benefits of preserving natural areas and farmlands, while also maximizing their potential for GHG reduction. New housing and employment development is emphasized in PGAs such as Job Centers, TPAs, HQTAs and NMAs, and away from natural and farm lands on the edges of urban and suburban areas, to incentivize infill development and the concentration 53 Chapter 3 A Path to Greater Access, Mobility & Sustainability of varied land uses. This emphasis on concentrated, compact growth makes it easier to travel shorter distances, which reduces per-capita greenhouse gas emissions. In addition, natural areas and farmlands have the capacity to absorb and store atmospheric carbon dioxide, preventing additional contributions of GHG emissions. Finally, natural lands conservation is imperative to protect communities from major hazards caused or exacerbated by climate change, such as wildfires and flooding.

Connect SoCal’s land use strategies deemphasize development on agricultural lands in unincorporated counties, and in areas subject to future two-foot sea level rise. To further prioritize natural habitat areas and avoid impacts to the environment, Connect SoCal seeks to avoid growth in wetlands, wildlife corridors, biodiverse areas, wildfire prone areas and floodplains. These strategies were identified with guidance from stakeholders in SCAG’s Natural and Farm LandsConservation Working Group as high priorities for conservation based on climate change vulnerability, water quality impacts, and decline of native species. In acknowledgement of this need for conservation and to address climate change’s impacts, local and regional agencies throughout the region have worked to establish and/or implement a diverse set of policies, projects and plans to protect threatened natural areas and farmlands. See the Natural and Farm Lands Conservation Technical Report for successful examples and see the Sustainable Communities Strategy Technical Report for more detail on the use of these as land use strategies.

TRANSFER OF DEVELOPMENT RIGHTS
Transfer of Development Rights (TDR) is a market-based planning tool to support growth in locally identified “receiving districts” in lieu of growth in identified “sending districts.” Receiving districts typically exhibit future infrastructure capacity to absorb development impacts, whereas sending districts often contain fragile habitats, productive agricultural lands, or other unique community features that a jurisdiction may seek to preserve. TDR can be an effective tool to achieve regional growth outcomes and conservation objectives by augmenting and leveraging available public funds and programs, providing permanent protections for important resources, and focusing development in areas that already have infrastructure capacity.

URBAN GREENING
Urban Greening is a multi-benefit land use strategy that improves the relationship between the built and natural environment. Greening can support reduction in GHG emissions by sequestering carbon and reduce VMT by making the environment more appealing for people who are bicycling and walking.

Benefits within urban, suburban and rural settings include:
z Improved traffic calming and safety
z Increased active transportation
z Cooler street surfaces and communities
z Increased trail and greenway connectivity
z Improved water quality, groundwater recharge and watershed health z Reduced urban runoff
z Reduced energy consumption and costs
z Expanded urban forest
z Provision of wildlife habitat and increased biodiversity z Expanded recreation opportunities and beautification
Urban greening improvements are critical components of Complete Streets and offer a sustainable approach to transportation infrastructure implementation.

Ultimately, urban greening can be applied at both the project and programmatic scale to achieve broader community benefits, and can help transform the built environment into enjoyable, healthy and connected places.

GREENBELTS & COMMUNITY SEPARATORS
Greenbelts and community separators can serve as contiguous areas between jurisdictions that support projected regional growth, promote land conservation, and avert unchecked urbanization. These areas can include farmland, floodplains, unique habitats, scenic corridors, viewsheds, or other resources considered valuable to communities. Incorporating greenbelts and community separators into planning initiatives can achieve regional benefits, such as reducing VMT, preserving contiguous spaces for active transportation, restoring severed wildlife corridors, preserving agrarian economies, and reducing costs for infrastructure maintenance. The use of TDR can also help identify and prioritize candidate areas for greenbelts and community separators.

ELECTRICAL
SEWER

FIBER NETWORKWATER

BUILDING FOUNDATIONS FOR NEW HOUSING
The extraordinary cost of producing housing is a significant barrier to growth throughout Southern California, but also specifically, to achieving the level of infill and transit-oriented development anticipated in Connect SoCal. The Regional Housing Supportive Infrastructure strategy will help make it quicker for local jurisdictions to produce critically-needed housing. The costs of building parking, and sewer/water infrastructure through Development Fees can range from 10% to nearly 25% of construction costs. By implementing tax-increment finance districts, jurisdictions can plan and implement housing supportive infrastructure. With the increase in use of ridesourcing, right-sizing parking strategies, enabled by technology, can reduce the overall cost of housing construction in Connect SoCal’s Priority Growth Areas.

Through legislative and planning efforts, SCAG will advance the vision for accelerated development within transit-oriented communities. Opportunities to be explored and advanced to realize this outcome include:
• Local Financing Planning Support – Expand activities to support local agencies in establishing self-help tax-increment financing districts. • Parking Requirements Reform – Support local planning efforts to reduce or eliminate parking requirement to realize potential construction costs savings ranging from $20,000 for surface parking, $50,000 for garages and structures, and $80,000 per space for underground spaces.
• Local Government Planning Support Grants Program – Leverage resources allocated to SCAG through AB 101 to support local activities that stimulate development near transit and in priority growth areas.

Affordable Housing Sustainable Communities Program
Projects across Southern California’s cities have successfully competed for funding offered through the Strategic Growth Council for construction of affordable housing and supporting infrastructure in areas that are well served by transit and offer promising opportunities for neighborhood scale mobility.

Metro Joint Development Program
LA Metro collaborates with developers to build affordable, transit-oriented housing on Metro-owned properties.

Placentia Enhanced Infrastructure Financing District (EIFD) Placentia’s EIFD will support the neighborhoods surrounding an upcoming Metrolink station by implementing streetscape, sewer and water infrastructure improvements through value capture – paving the way for economic development and reducing the cost of housing construction in this transit oriented locale.

PLANNING FOR 2045PROMISING PRACTICES

KEY CONNECTIONS

HOUSING SUPPORTIVE

INFRASTRUCTURE

ELECTRICAL
SEWER

FIBER NETWORKWATER

Metro Joint Development Program
LA Metro collaborates with developers to build affordable, transit-oriented housing on Metro-owned properties.

PLANNING FOR 2045PROMISING PRACTICES

KEY CONNECTIONS

HOUSING SUPPORTIVE

INFRASTRUCTURE
Connect SoCal
56 REGIONAL ADVANCE MITIGATION
To promote the conservation of natural and agricultural lands and restoration of habitats, Connect SoCal includes a new Regional Advance Mitigation Program (RAMP) initiative that will establish or supplement regional conservation and mitigation banks and other approaches to more effectively address impacts for projects that support reduction of per-capita vehicle miles traveled.

The initiative will also support long term management and stewardship of mitigated properties.

Transportation, land use and other development projects and programs are often required to reduce their impacts on the environment through mitigation measures. Habitat preservation and restoration is a leading mitigation method, especially for significant transportation projects. Implementing agencies can directly preserve land through acquisitions or they can pay into “mitigation banks” (for wetlands) or “conservation banks” (for listed species) where a qualified land trust, joint powers authority, or governmental agency acquires and manages lands for conservation and restoration. Advance mitigation uses a science-based approach to anticipate and identify mitigation needs for multiple development projects, early in the planning process. By avoiding piecemeal mitigation for individual projects, and by doing so in advance of impacts, this method prioritizes sites with the highest ecological benefits and provide mitigation efficiencies to transportation, land use and other development projects. Advance mitigation can reduce project cost escalations and delays.

Regional advance mitigation planning takes this concept further and establishes inventories of anticipated impacts from transportation projects across the region and an assessment of the region’s sensitive habitats and the conservation actions needed to protect them. As ecological habitats and other conservation elements do not routinely line up with jurisdictional borders, designation of conservation sites can span multiple jurisdictions. In 2017, the California Department of Fish and Wildlife created the Regional Conservation Investment Strategy (RCIS) program to encourage regional approaches for advance mitigation and conservation. The program is a voluntary, non- regulatory conservation assessment and strategy to benefit species and habitats of concern and to provide a more efficient and effective approaches to mitigation and conservation. An RCIS can be used as the basis for advance mitigation and have the benefit of streamlining.

CLIMATE ADAPTATION & MITIGATION
Embedded in Connect SoCal’s growth and conservation strategies is an understanding that climate adaptation and mitigation is critical to supporting an integrated regional development pattern and transportation network.

Climate change mitigation means reducing or sequestering GHGs, whereas adaptation is preparing for the known impacts of climate change. The greater the mitigation effort is in the near-term, the less adaptation will be needed in the long-term.

Climate change adaptation planning has become more pressing with each passing year, as the region experiences extreme climate-related events more frequently, such as the destruction of homes and infrastructure, travel congestion, air quality degradation from wildfires, inland flooding, mudslides from torrential rainstorms, coastal flooding from sea level rise, and urban heat island effects from unusually high temperatures. These events have become persistent reminders to local governments, residents, workers and businesses that systematic adaptation and resiliency planning must become a high priority.

Since climate stressors also do not follow jurisdictional boundaries, effective management of and adaptation to risks posed by climate change will require cross-jurisdictional coordination and collaboration.

TRANSPORTATION STRATEGIES
The strategies for land use are integrated with transportation strategies to achieve Connect SoCal’s regional goals. Similar to the Growth Vision and Land Use Tools, the transportation strategies build on the Core Vision established during previous planning cycles and are augmented by Key Connection strategies. Progress made in accomplishing the Core Vision and work that lies ahead in realizing Key Connections are highlighted throughout this section. In addition, this section also describes the broader set of transportation strategies being pursued across the region to achieve a coordinated and balanced transportation system, highlighting areas where we’ve made significant progress and opportunities to expand activities to yield an even greater benefit.

The transportation strategies described in this section are divided into two broad categories: Preserving and Optimizing our current and future system and Capital Improvements by mode for Completing Our System. 57 Chapter 3 A Path to Greater Access, Mobility & Sustainability In all, Connect SoCal includes $638.9 billion in transportation system investments through 2045.

PRESERVE & OPTIMIZE OUR

CURRENT SYSTEM
Millions of residents rely on our regional transportation system every day. Preserving and maintaining our existing, aging infrastructure assets is fundamental to mitigate growing pressures on the overburdened transportation infrastructure. Consistent with the overarching guiding principles of the System Management Pyramid as depicted in FIGURE 3.1, a top priority is to maintain and preserve the transportation infrastructure through a “Fix it First” principle. Funding provided by Senate Bill 1 offers an opportunity to strategically reinvest in the transportation network to realize an improvement in the conditions of the existing system.

CORE VISION

SYSTEM PRESERVATION
& RESILIENCE
“Fix it First” has been a guiding principle for prioritizing transportation funding in the RTP for the last decade. The cost of rebuilding roadways is eight times more than preventative maintenance. Preservation of the transportation system can extend the pavement life in a cost effective manner and can also improve safety.

PROGRESS SINCE 2016
Passage of Senate Bill 1 (SB 1) in California in 2017 provides much needed infusion of funding to address these challenges. More specifically, SB 1 is expected to generate over $52 billion statewide over the next 10 years dedicated primarily to Road Maintenance and Rehabilitation. Most of the new sources that make up SB 1 are indexed to California Consumer Price Index so that the funds keep pace with inflation moving forward.

Many roadway improvement/rehabilitation projects, including bridge improvement have been programmed.

PLANNING FOR 2045
Given the magnitude of our need and to enhance resilience in light of climate change, Connect SoCal continues to prioritize funding for system preservation. The plan includes $68 billion towards preservation, operation and resiliency needs of the state highway system, and $47.5 billion towards preservation, operation and resiliency needs of the regionally significant local streets and roads.

SCAG will continue to collaborate with federal, state and local partners to monitor the conditions of transportation assets and pursue new research and partnerships to ensure plan resources are deployed to address the region’s greatest vulnerabilities.

FIGURE 3.1 System Management Pyramid
Source: Caltrans
Connect SoCal
58 A key strategy for system preservation is to include preventative maintenance of roadways as part of project costs and work plans. According to Caltrans’ Automated Pavement Condition Survey Report, this strategy of prioritizing routine preventative maintenance to address surface damage on the system is significantly cheaper and more effective compared to major rehabilitation or reconstruction of a majorly damaged road. The timeframe to perform preventative maintenance can be days, while construction of a new roadway can take years, causing more increased inconvenience and congestion on the network as residents use alternate routes not built for such demand.

Connect SoCal allocates approximately $68 billion towards state highway over the plan period to ensure a well maintained and resilient system for generations to come.

MANAGE CONGESTION
Connect SoCal also seeks to optimize the existing transportation system to meet increased demand levels through the use of innovative strategies that leverage the existing transportation infrastructure. The following section discusses transportation strategies to help support preservation and optimization of infrastructure. Physical solutions can include reversible lanes and policy solutions can include congestion pricing concept along with other solutions.

CONGESTION MANAGEMENT PROCESS
The Congestion Management Process (CMP) aims to provide effective management of the regional transportation system through monitoring and maintenance, demand reduction, analysis of local land use decisions, operational management strategies and strategic capacity enhancements.

Federal regulations require the development, establishment and implementation of a CMP. Consistent with federal requirements, SCAG implements, monitors and evaluates these actions as part of Connect SoCal.

These eight actions are as follows:
z Develop Regional Objectives for Congestion Management z Define CMP Network
z Develop Multimodal Performance
z Collect Data/Monitor System Performance
z Analyze Congestion Problems and Needs
z Identify and Assess Strategies
z Program and Implement Strategies
z Evaluate Strategy Effectiveness
The CMP requires that roadway projects that significantly increase the capacity for single-occupancy Vehicles (SOVs) be addressed through a CMP.

It should provide appropriate analysis of reasonable, multimodal travel demand reduction and operational management strategies for the corridor.

If alternative strategies are neither practical nor feasible, appropriate management strategies must be considered for roadway capacity improvement projects that would increase SOV capacity. For more details of this process are included in the 2019 FTIP.

CONGESTION PRICING
Consistent with the mobility pyramid, SCAG’s planning efforts have focused on integrating pricing strategies to optimize operation, improve travel time reliability and offer travelers greater choices.

In 2013, SCAG conducted the Express Travel Choices Study, which reviewed a variety of congestion pricing options and their potential applicability to the SCAG region based on mobility, economic and equity impacts. Three promising strategies were identified as noted below, two of which were incorporated into the 2016 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS).

1. Develop a network of express lanes, that connects to existing express lanes in order to accommodate growing inter-county travel

2. Establish a mileage-based user fee to generate a funding source for aging infrastructure and construction of other travel options

3. Develop Cordon/Area Pricing which involves charging a variable or fixed fee to drive into or within a highly congested area A cordon/area pricing strategy required additional analysis to identify the most promising geographic area and system design for initial testing.

Accordingly, SCAG has been engaged in detailed analyses of this concept since the 2016 RTP/SCS.

SCAG examined the potential application of cordon/area pricing in Southern California through its Mobility Go Zone and Pricing Feasibility Study. The study 59 Chapter 3 A Path to Greater Access, Mobility & Sustainability showed that a Westside Go Zone would reduce VMT by 21 percent and vehicle hours traveled (VHT) by 24 percent during peak travel times, saving $4 million annually in reduced GHG emissions and generating a net average of $69.2 million annually in revenues, which would go directly toward transportation improvements, pedestrian amenities and economic development.

SCAG also estimated a 22 percent reduction in single-occupancy vehicles entering the area and an increase in transit trips and bike/walk trips by nine and seven percent, respectively during peak periods. SCAG urged the creation of a pilot project to more deeply test the potential of Mobility Go Zones in reducing congestion and improving air quality.

Bolstered by recent decisions in New York City to move forward with implementing a congestion pricing program by 2021, further studies of cordon/ area pricing along with other forms of congestion pricing, are being evaluated by major metropolitan areas throughout the country. Los Angeles is no exception with recent announcements by Metro to evaluate congestion pricing and other user fee strategies.

Connect SoCal assumes the implementation of a local road charge program in the form of mileage-based user fees regionally, which can be adjusted by time- of-day at major activity centers. For analysis, SCAG assumes congestion pricing (peak period charges) in parts of Los Angeles, along with increases in parking pricing at major job centers as a part of the regional job centers strategy.

Overall, the implementation of user-fees and pricing strategies can be structured to increase equity and mobility, and preserve the transportation system, while reducing environmental impacts. Additionally, California’s and other states’ road charge pilots to date have had high levels of participant satisfaction- even on the issue of user privacy, and surveys show that support for such fees has been steadily increasing.

Because mileage-based user fees are directly linked to system usage, they can more easily address the actual cost of driving and direct funding towards repair and maintenance of the system in accordance with usage, regardless of fuel purchases. Using differential pricing, fees can be balanced to compensate for the lost revenue from alternative fuel penetration and increasing fuel efficiency, while still providing incentives that encourage the adoption of cleaner vehicles, Better managing the existing transportation system through demand management strategies and Intelligent Transportation Systems (ITS) yields significant mobility benefits in a cost-effective manner.

PROGRESS SINCE 2016
The I-210 Integrated Corridor Management Pilot, a first of its kind in Southern California, integrates management and operation of the freeway with nearby arterials and local transit using real-time monitoring of travel conditions, and improved corridor-wide collaboration to re-direct vehicles during congestion causing incidents.

The California Road Charge Pilot Program is a statewide effort to test the functionality, complexity and feasibility of a road charge system for transportation funding. The pilot demonstrated the feasibility for a variety of technologies to facilitate mileage reporting methods and data collection.

Coupled with carefully designed incentives, a road charge is a powerful tool for reducing congestion and supporting our sustainability goals.

In 2018, the Metro board signaled a major change in direction for the former I-710 North capacity project by approving an alternative that focuses on TDM/TSM strategies in this corridor.

PLANNING FOR 2045
Connect SoCal increases investment and strengthens policy levers to optimize system performance while realizing greenhouse gas reduction, quickly and efficiently.

New strategies resulting from SCAG’s TDM Strategic Plan provide an objectives-driven, performance-based process to identify and promote TDM strategies and programs across the region. SCAG will pursue implementation of these strategies in coordination with regional and local partners.

SCAG will pursue research and planning as autonomous vehicles emerge in the market, transforming system management opportunities.

CORE VISION

DEMAND & SYSTEM

MANAGEMENT

CLAIMING BACK TIME FROM YOUR COMMUTE
Go Zones are geographic areas where a suite of mobility service options are provided together with incentives to reduce dependency on personal automobiles. This expanded mobility ecosystem can include increased transit, bike share, enhanced active transportation infrastructure and incentives—such as a fee on solo driving during peak traffic periods. Incentives would encourage the use of shared modes or shift less time sensitive trips to off-peak times. Revenues collected from the fee would be used to fund local transportation improvements and support sustainability goals by contributing to reductions in GHG emissions. Go Zones can be designed with policies and discounts that address equity concerns and promote mobility options for commuters of various income levels.

To foster adoption of Go Zones envisioned by Connect SoCal, SCAG will pursue research and partnerships, including:
• SCAG Mobility Innovations & Incentives Pilot Program – design and conduct pilot tests to further assess equity impacts and likely changes in travel behavior
• Joint MPO Road Usage Charge & Incentive Program Pilot Tests – develop and test a common core road usage
charge and incentive pilot
• Metro Traffic Reduction Study – SCAG will partner with Metro to analyze and identify a place or places where
congestion pricing can be tested along with a package
of mobility improvements
100 Hours
Public engagement campaign to turn traffic hot spots
into models of mobility
SCAG Mobility Go Zone & Pricing Feasibility Study
The Mobility Go Zone & Pricing Feasibility Study evaluates congestion pricing and the range of impacts on traffic
volumes, transit ridership, air quality and availability of funds for transportation programs.

Evaluating parts of the Cities of Los Angeles and Santa Monica, the study estimates a 21% to 22% decrease in VMT and 24% decrease in VHT within the study area during peak periods. Transit usage and bicycling/walking trips increase by 9% and 7%, respectively. Annual average net revenue of $69.2 million would be generated to offer additional resources for local reinvestment.

KEY CONNECTIONS

GO ZONES
PLANNING FOR 2045PROMISING PRACTICES
Providing greater
bike and scooter
options within the
zone will provide
alternatives
to driving for
short distance trips.

Price incentives, partnerships with car
share providers and smartphone apps
that facilitate carpooling will reduce
traffififific and GHG emissions.

Go Zone revenue
will be invested
in high frequency,
high quality
transit, providing
greater options
for commuters
in/out of the zone.

KEY CONNECTIONS

GO ZONES
PLANNING FOR 2045PROMISING PRACTICES
Providing greater
bike and scooter
options within the
zone will provide
alternatives
to driving for
short distance trips.

Price incentives, partnerships with car
share providers and smartphone apps
that facilitate carpooling will reduce
traffififific and GHG emissions.

Go Zone revenue
will be invested
in high frequency,
high quality
transit, providing
greater options
for commuters
in/out of the zone.

Connect SoCal
62 and protecting user privacy. Additionally, differential pricing can be structured to encourage the use of more sustainable modes of transportation.

A mileage-based system can also assuage environmental justice concerns inherent in the regressive gas tax. Environmental justice was a focus of the California Road Charge Pilot Program, and 73 percent of participants reported that they thought user fees were fairer than a gas tax. Looking forward, alternative fuel technologies are likely to remain expensive compared to conventional vehicles, and it is likely that low-income residents will be paying a higher proportion of transportation taxes through continued purchase of gasoline. Linking fees more directly with system usage would reduce the burden on disadvantaged residents and could even be structured to enhance overall mobility.

TRANSPORTATION DEMAND MANAGEMENT
Transportation Demand Management (TDM) is a set of strategies that aims to reduce the demand for roadway travel, particularly from SOVs. TDM investments can reduce congestion and shift trips from SOVs to other modes in ways that often cost significantly less than roadway or transit capital expansion projects. TDM strategies add transportation choices that improve sustainability, public health and the quality of life by reducing congestion, air pollution and GHG emissions. When transit ridership, carpooling, bicycling and walking increase, the efficiency of the entire transportation system improves, bringing many benefits to the region. These benefits can justify relatively modest public expenditures on effectively implemented TDM programs. Connect SoCal allocates $7.3 billion through 2045 to implement TDM strategies throughout the region. There are three primary goals of this program:
z Reduce the number of SOV trips and per capita VMT through ridesharing (which includes carpooling and vanpooling) and providing first/last mile services to and from transit
z Redistribute or eliminate vehicle trips during peak demand periods by supporting telecommuting and alternative work schedules z Reduce the number of SOV trips through use of other modes such as transit, rail, bicycling, and walking, or other micro-mobility modes In 2018, SCAG initiated a study to develop a TDM Strategic Plan to identify ways in which SCAG and its regional partners can expand the effectiveness and use of TDM strategies to achieve regional goals. The resulting recommendations address knowledge sharing, policy and regulation, partnership, and TDM programming and performance measurement, and are included in more detail in the Congestion Management Technical Report and the TDM Strategic Plan.

TRANSPORTATION SYSTEMS MANAGEMENT
Transportation Systems Management (TSM) employs a series of techniques designed to maximize the capacity and efficiency of the existing transportation system. Effective TSM strategies reduce traffic congestion, improve air quality and reduce or eliminate the need to construct new and expensive transportation infrastructure. Many TSM strategies seek to optimize the operation of the existing transportation system through use of Intelligent Transportation Systems (ITS). For example, advanced technologies can anticipate changing traffic conditions and inform drivers about driving conditions on a real-time basis so that drivers can make more informed decisions. SCAG recently updated the Regional ITS Architecture which identifies a significant number of planned ITS projects, including those related to connected vehicle applications, transit signal priority, emergency response, express lanes and goods movement.

Examples of TSM strategies include Corridor System Management Plans (CSMPs) and system management initiatives (e.g., variable speed limits, signal synchronization, ramp metering, etc.), High Occupancy Toll (HOT) lanes, collision avoidance systems, universal transit fare cards and improved data collection.

COMPLETING OUR SYSTEM
Strategies for improving and expanding the many modes of transportation that make up the regional network must be integrated closely with our strategies for how we use land. The success of transit, passenger rail, walking, bicycling and other forms of active transportation, our highways and arterials, the efficient movement of goods and our regional airport system all depend on a close relationship with how our region uses land and how we grow. This is particularly true when it comes to improving and building a transit system that can best serve people in communities throughout our region. It is the first transportation category for which numerous strategies are reviewed.
63 Chapter 3 A Path to Greater Access, Mobility & Sustainability

TRANSIT
The Southern California vision for transportation and transit was developed via a cooperative, comprehensive and continuing process where local agencies work with their county transportation commission and with SCAG to identify a program of projects that will deliver a local vision of increased mobility and accessibility, and support Connect SoCal goals including congestion reduction and sustainability. Transit serves as both a key component of local, regional and state efforts to combat climate change and reduce congestion, and as a critical social service. It is a way of providing mobility for individuals who cannot provide it for themselves, especially those who do not have access to automobiles, are very poor, recent immigrants, and the elderly and disabled.

It also can provide an alternative to SOVs and could serve as the backbone of a multimodal transportation system with an integrated trip planning and payment system, as part of the MaaS concept.

Since 1991, the region has spent over $77 billion on transit (in 2016 dollars). This trend is expected to continue, as the combined costs for transit capital projects and operations and maintenance (O&M) total nearly half of the investments in Connect SoCal. The plan includes significant investment across all transit modes, with $66.8 billion toward transit capital projects and $173.9 billion for transit O&M. TABLE 3.1 displays selected major transit capital projects included in Connect SoCal, while the map in EXHIBIT 3.1 displays the 2045 plan transit network.

When these planned transit projects are completed, the region will have a greatly expanded urban rail network, including multiple Metro Rail extensions and the first urban rail services in Orange County (OC Streetcar) and San Bernardino County (Redlands Rail/Arrow). New bus rapid transit and rapid bus routes will be implemented across Los Angeles, Orange, Riverside and San Bernardino Counties. Riverside County will extend Metrolink to San Jacinto/ Hemet and San Bernardino County will connect via Metrolink to Ontario International Airport.

Other ongoing regional efforts may result in changes to the transit investments in Connect SoCal. SCAG will monitor these efforts and adjust Connect SoCal accordingly through a future amendment, if needed. These efforts include Metro’s Twenty-Eight by ’28 Initiative, which seeks to complete 28 major projects approved by the Metro Board by the 2028 Summer Olympic and Paralympic Expanding the transit network and fostering development in transit-oriented communities is central to the region’s plan for meeting mobility and sustainability goals while continuing to grow the regional economy.

PROGRESS SINCE 2016
Major urban rail projects under construction:
• Metro Rail Regional Connector and Crenshaw/LAX lines
• OC Streetcar
• Arrow / Redlands Rail
Metrolink achieved record ridership levels in fiscal year 2018-2019, almost 12 million annual boardings.

Regional agencies have committed to major bus system redesigns including OC Bus 360 and the Metro NextGen Bus Study.

Microtransit pilots and partnerships with Transportation Network Companies are being implemented to provide additional options connecting to fixed route transit and rail.

PLANNING FOR 2045
Connect SoCal builds upon extensive local investment in the transit and rail network by increasing resources for frequent and reliable bus service and closing gaps in the fixed guideway system.

Regional collaboration to implement Metrolink’s Southern California Optimized Rail Expansion (SCORE) and complete the Link Union Station (LinkUS) to transform Los Angeles Union Station from a “stub-end” station, to a “run-through” will reduce rail travel times across the system and allow one-seat rides to many more destinations.

SCAG-supported plans and pilot projects to address first-last mile challenges will be essential to improving the transit experience and expanding access to jobs and destinations.

CORE VISION

TRANSIT BACKBONE

Connect SoCal
64 Source: SCAG
TABLE 3.1 Selected Transit Capital Projects
County Project
Los Angeles Airport Metro Connector
Los Angeles BRT Connector – Orange/Red Line to Gold Line Los Angeles Crenshaw/LAX Transit Corridor
Los Angeles Historic Los Angeles Streetcar
Los Angeles East San Fernando Valley Transit Corridor
Los Angeles Gold Line Eastside Extension Phase 2 to South El Monte Los Angeles Gold Line Foothill Extension – Azusa to Claremont Los Angeles Green Line Extension to Torrance
Los Angeles LAX Automated People Mover
Los Angeles North San Fernando Valley Transit Corridor
Los Angeles Orange Line BRT Improvements
Los Angeles Purple Line Westside Subway Extension to La Cienega, Century City, Westwood Los Angeles Regional Connector
Los Angeles Sepulveda Pass Transit Corridor (Phase 2)
Los Angeles Vermont Transit Corridor
Los Angeles West Santa Ana Branch Transit Corridor
Los Angeles Green Line Extension to Norwalk/Santa Fe Springs Metrolink Station Los Angeles Red Line Extension to Hollywood Burbank Airport Los Angeles Slauson Light Rail – Crenshaw/LAX Transit Corridor to Blue Line Orange OC Streetcar
Orange OC Transit Vision
Riverside Coachella Valley Quick Bus
Riverside Rapid Commuter Corridor from Perris to San Jacinto Riverside RapidLink Service – Riverside, Moreno Valley, Perris San Bernardino Redlands Passenger Rail
San Bernardino West Valley Connector Phase 1
San Bernardino Gold Line Extension to Montclair
San Bernardino Passenger Rail Service from San Bernardino Metrolink Line to Ontario Airport San Bernardino
County
Riverside
County
Orange
County
Ventura
County
Los Angeles
County
San Diego County
Kern County
101
101
241
57 91
6060
126
170
18 91
126
33 210
215
405
15 215
10 5
10 10
210
5 605
710
110
105
5 5
5 10
15 15
10 Source: SCAG, 2019
S:\GISData\Data2\=RTP\=rtp2020\mxds\=Main_Report\Chapter 3\2045 Transit Network Planned and Existing.mxd | Date: 2/19/2020Map Title: 2045 Transit Network Planned and Existing ° 0 10 205
Miles
San Bernardino
County
Riverside
County
Imperial
County

ARIZONA
San Diego
County
62 8
10 10
40 40
Metrolink (2045) Urban Rail (2045) Rapid Bus and Bus Rapid Transit (2045) Bus Routes (2045) Service Layer Credits: Copyright:(c) 2014 Esri, Esri, Garmin, GEBCO, NOAA NGDC, and other contributors Note: Planned project alignments shown on this map are not intended to represent preferred alternatives where local planning and environmental processes are still ongoing. Maps provided in future updates to Connect SoCal will reflect locally preferred alternatives, once they are formally adopted by the local lead agency.

Pacific
Ocean
EXHIBIT 3.1 2045 Plan Transit Network
Connect SoCal
66 and as the TNC business model evolves, the impacts will be felt across Southern California. One of the ways that transit providers or local jurisdictions are responding to that growth is by partnering with Uber, Lyft, and other companies to provide first/last mile services or replace low performing bus routes. Examples within the SCAG region include Go Monrovia, a partnership between the City of Monrovia and Lyft that provides subsidized rides including discounted rides to/from the Foothill Gold Line station, and a partnership between the City of San Clemente and Lyft in South Orange County in an area where OCTA discontinued two bus routes.

With respect to connected and automated vehicle applications, a new generation of transit navigation aids is emerging. Many private and public sector parties are currently testing automated passenger vehicles and trucks, and the capabilities range from driver assist to fully automated operations.

Automated transit systems are still in the research phase and are supported by the FTA’s Office of Research, Demonstration and Innovation and a five-year Strategic Transit Automation Research Plan. Automated services may be tested in closed environments such as university and hospital campuses through the horizon of Connect SoCal and may enter into service in open environments before 2045. SCAG’s recently updated Regional ITS Architecture identifies planned projects such as connected vehicle applications, integrated corridor management and transit signal priority expansion.

PASSENGER RAIL
The 2020 Connect SoCal vision for passenger rail in the SCAG region consists of four main elements:

Grow Ridership: Although ridership on commuter and intercity rail services has steadily grown over the last two decades, there is still tremendous potential to significantly increase ridership in the region.

Provide More Frequent and New Services: Providing more frequent rail service will attract new riders to passenger rail. Currently, commuter rail service in Southern California is much less frequent than commuter rail services elsewhere in the nation. There are also several unserved passenger rail markets that would greatly benefit from the establishment of new rail service.

Games. Additionally, Metro’s NextGen Bus Study seeks to redesign the bus network to be more relevant and attractive to the residents of Los Angeles County. Finally, the California Air Resources Board (ARB) Innovative Clean Transit Rule requires that transit agencies convert to Zero Emissions Bus Fleets with bus rollout plans due from larger transit operators in June 2020.

Transit agencies are also piloting improvements using emerging technologies and innovations. Metro is in the process of upgrading its TAP card program regional system and unified payment across multi-modal programs. Metro’s TAP system now integrates transit and bike share, with the potential for future integration of Express Lanes and electric vehicle car share, forming the foundation for a regional MaaS system. The system also allows for providing incentives and cross-program discounts. At the state level, the California State Transportation Agency is leading an initiative called the California Integrated Travel Project (Cal-ITP) to facilitate multimodal trip planning and payment to support state goals of increasing transit ridership, reaching environmental targets, lowering costs, creating efficiencies, improving customer experience and promoting equity. Current efforts focus on incentivizing statewide trip planning and fare payment standards and other integrated travel improvements over time. A future phase will involve a multi-agency pilot of integrated travel planning and fare payment.

In the SCAG region, several operators are piloting microtransit services, which typically involve smaller vehicles, flexible routing, on-demand dispatch and public-private partnerships. Research has shown that microtransit services are not very productive, carrying on average three to five passenger trips per vehicle per hour. Microtransit therefore may be best suited to serve lower-demand areas, acting as part of an array of services that include fixed route transit, TNCs, and other shared mobility services. Agencies conducting microtransit pilots in the SCAG region include OCTA (OC Flex), the City of Los Angeles Department of Transportation (LANow), LA Metro (Mobility on Demand pilot with Via), and Anaheim Transit Network (Free Ride Around the Neighborhood). Data and results from these pilot projects will inform future planning for microtransit in the region.

Over the last 10 years, one of the leading new mobility practices has been ridesourcing. This practice marries the taxi model with mobile and GPS applications to provide on-demand point-to-point service. Use of these TNC services, particularly those offered by Uber and Lyft, has grown exponentially 67 Chapter 3 A Path to Greater Access, Mobility & Sustainability Improve Connectivity: While progress has been made in connecting passenger rail services to other existing transit in our region, more needs to be done to coordinate schedules and connections. Also, more progress must be made in first/last mile connections to rail stations, and station area planning and transit oriented development.

Secure Funding: New funding opportunities have been created since the 2016 Connect SoCal, such as the first dedicated source for rail operations at the state level. However, passenger rail funding in the region is still incremental in nature and to grow ridership via increased service levels, more long-term state and federal financing needs to be identified.

Several strategies in Connect SoCal are designed to increase rail ridership in our region by making rail travel more attractive as an alternative to commuting alone by car. These strategies address three distinct rail markets and the carriers can serve multiple travel markets:
z Metrolink – Commuter Rail
z Amtrak – Intercity Rail
z California High-Speed Rail and Southern California to Las Vegas – Interregional Rail
First, the Metrolink Southern California Optimized Rail Expansion (SCORE) program expands the capacity of the commuter rail system to ensure more regular and frequent service throughout the entire day. Capital investments for SCORE include construction of:
z Construction of additional tracks (e.g., sidings, double track, triple track and quadruple track segments)
z Improved signaling
z Expanded and lower emissions fleets
z Upgraded and enlarged maintenance facilities
z Grade crossing treatments and separations
z Fencing and safety features
z Features to support readiness for quiet zones
z Required asset rehabilitation to sustain capacity
SCORE includes the Link Union Station (Link US) project, which will transform the region’s largest multi-modal transportation hub at Los Angeles Union Station by extending rail tracks over the US–101 freeway. With Link US, SCORE will greatly improve regional rail by providing through service at Union Station, reducing rail travel times in our region and allowing “one-seat ride” opportunities to many more destinations.

Second, the Los Angeles-San Diego-San Luis Obispo (LOSSAN) Rail Corridor Strategic Implementation Plan lays out a long-range vision for customer and capital improvements that increase the speed and quality of service.

The latest LOSSAN Rail Corridor Agency Business Plan (FY 2018–19 to FY 2019–20) highlights several significant strategies for improvement such as train monitoring, train and connecting bus schedule adjustments, improved connectivity with local transit services, equipment and crew utilization, response to service disruptions and service planning. The LOSSAN plan calls for improvements along the corridor to provide more service, including 13 daily round trips between Los Angeles and San Diego, six round trips between Goleta and Los Angeles and three round trips between San Luis Obispo and Los Angeles.

Third, voters approved in 2008 the Proposition 1A bond measure providing $9.95 billion for the California High-Speed Rail project. Phase 1 will connect San Francisco to Los Angeles and Anaheim at speeds of up to 220 miles per hour, completing the trip within two hours and forty minutes. Segments in the SCAG region connect the Central Valley to Palmdale, Hollywood Burbank Airport, Los Angeles Union Station, and Anaheim. As described in the 2018 Business Plan and 2020 Draft Business Plan, Phase 1 will begin service in 2033.

In 2012, the Regional Council entered into a memorandum of understanding (MOU) with the California High-Speed Rail Authority (CHSRA), Metrolink, San Diego Association of Governments (SANDAG), Metro, Riverside County Transportation Commission (RCTC), and the City of Anaheim to include Phase 1 in the 2012 RTP/SCS and commit $500 million in Prop. 1A funds to early investments in Southern California’s existing passenger rail system. The funding agreement for the Rosecrans/Marquardt grade separation project to receive $76.7 million in Prop. 1A funds was executed in 2018. In September 2019, the CHSRA, Metro and the California State Transportation Agency (CalSTA) executed an MOU which established a commitment for these agencies to work together cooperatively to execute a full funding agreement for the remaining $423.3 million for the LINK US project.

Connect SoCal
68 Finally, the Southern California to Las Vegas high-speed rail project was environmentally cleared under XpressWest and the Federal Railroad Administration (FRA) issued a record of decision on July 8, 2011. XpressWest is now in the process of planning, constructing and operating this service, which is expected to be privately financed.

ACTIVE TRANSPORTATION
With its temperate climate and wide array of stunning natural and built environments, the SCAG region holds great potential for active transportation initiatives. Walking (inclusive of people using personal mobility devices) and bicycling are accessible forms of transportation for people of all ages, abilities and socioeconomic backgrounds. Communities that are built to support walking and bicycling trips tend to be healthier and are safer for people using all modes of transportation. Likewise, the implementation of infrastructure and development of plans and programs increases the number of people walking and bicycling and decreases the number of people driving. This will improve health outcomes and reduce GHG emissions in the region.

Connect SoCal is expected to increase the number of daily active transportation trips by more than two million, increasing the mode share from 7.8 percent in 2016 to 10 percent by 2045. In order to achieve these outcomes, planned future investments are nearly doubled from $12.9 billion in the 2016 RTP/SCS to $22.5 billion in Connect SoCal. The active transportation investments in Connect SoCal are allocated across a range of active transportation strategies that address planning, policy making and implementation for both short and regional trips.

Additionally, they are designed to improve environmental justice outcomes and enhance the safety and comfort of people walking and bicycling.

Since the adoption of the 2016 RTP/SCS planning efforts throughout the region have expanded significantly. Nearly 80 percent of the cities in the SCAG region now have completed some sort of active transportation plan, bringing the regional total to more than 300 pedestrian, bicycle and safe routes to schools plans. This is a 40 percent increase from 2016. Likewise, every county in the SCAG region now has a county-wide pedestrian, bicycle and/or active transportation plan (ATP) or is in the process of completing one. Some of these include the Imperial County Active Transportation Plan (2019) and Pedestrian Master Plan currently in progress, the Los Angeles County Active Transportation Strategic Plan (2016), Orange County’s OC Active (2018), the Western Riverside Council of Governments Active Transportation Plan, the San Bernardino Non-Motorized Transportation Plan (2018) and the Ventura County Regional Bikeway Wayfinding Plan (2017). Through Connect SoCal, SCAG’s Sustainable Communities Program and other statewide funding sources, additional planning funding will be available to continue this progress and to plan for more active communities across the region.

In addition to development of a robust set of plans, the region has seen significant positive changes to our built environment as active transportation projects have been implemented. Almost 500 bikeway miles have been built in the region since the 2016 RTP/SCS. These efforts are dispersed across the region, with a focus on projects that improve active transportation mode share and safety for disadvantaged communities. SCAG has worked closely with impacted communities and partnered with community-based organizations to ensure that plans and projects are designed to best address the issues that people walking and bicycling in each community face. Some noteworthy active transportation projects initiated or implemented since 2016 include:

Coachella Valley Link: A multi-use trail in the Coachella Valley which is expected to facilitate more than 3 million active transportation trips per year by 2035.

El Centro 8th Street ATP Project: The El Centro 8th Street ATP-funded project is significant in part due to the positive impact of a Go Human demonstration project. The partnership allowed the City to showcase potential improvements and solicit community feedback and support, which helped see the project to implementation.

Venice Boulevard Great Streets: Mar Vista’s Venice Boulevard Great Streets project enhanced pedestrian and bicycle safety, and promoted place-making through community art installations. The one-year evaluation report highlights how infrastructure investments, such as new signalized crossing locations and protected bike lanes, resulted in an 11 percent increase of active transportation users, a 75 percent reduction of collisions at its busiest intersection and a decrease in bicyclist injuries, all while supporting the same traffic volumes and promoting a vibrant downtown core.

Connect SoCal includes a wide variety of infrastructure projects that will support short and regional active transportation trips. These strategies will 69 Chapter 3 A Path to Greater Access, Mobility & Sustainability reduce automobile vehicle miles traveled by increasing the number of trips accomplished by walking, bicycling and the use of micro-mobility devices. These strategies include building physical infrastructure such as local and regional bikeways, sidewalk and safe routes to schools pedestrian improvements, regional greenways and first-last mile connections to transit. In addition to reducing vehicle miles traveled, these strategies will improve air quality and public health by reducing emissions and increasing levels of physical activity.

Finally, they will have a positive economic impact on the region by reducing transportation and healthcare costs.

Since the 2016 RTP/SCS there has been a significant change in technology and the way that it influences travel behavior. The growth in popularity of micro-mobility in the past few years necessitated the inclusion of strategies in Connect SoCal to address shared mobility infrastructure and regulation frameworks to ensure that new technologies can be used safely and responsibly. These strategies range from incentives for the purchase of e-bikes, to the distribution of private micro-mobility devices that help ensure access for low-income communities. While it is expected that many of these devices will be provided through the private sector, they will still use public streets and will likely increase demand for separated facilities that are safe for all ages and abilities. Local jurisdictions will likely be tasked with the regulation of these devices and will need to manage the locations where they will be stored and where they can be ridden.

New technology also has the potential to provide local partners with more and better travel behavior data. SCAG and member jurisdictions should support the procurement and development of new data sources for active transportation.

This will include the collection of pedestrian, bicycle and micro-mobility volume data, as well as the integration of large data sets. Local cities, county agencies, public health departments and other stakeholders will all benefit from better data sets that provide information on traffic stress, accurate collision rates and information on the types of people using these modes. In addition, zoning codes and general plan elements should be updated when appropriate to support short trips and end-of-trip facilities such as bicycle parking.

Recent developments regarding micro-mobility and personal e-bikes and scooters have shown that new shared mobility benefits from the same programmatic and infrastructure improvements as traditional active transportation. Complete streets, which are planned, designed, operated and

CORE VISION

COMPLETE STREETS
Creating “complete streets” that are safe and inviting to all roadway users is critical to increasing mobility choices, reducing traffic fatalities and serious injuries and meeting greenhouse gas reduction targets.

PROGRESS SINCE 2016
In December 2018, the City of Santa Ana opened its first protected bikeway, or cycletrack. The project, funded by OC Go (Orange County Measure M), features a 6-foot wide bikeway protected from vehicle traffic by a landscaped median. About 55 percent of the surrounding community doesn’t have access to a car. Santa Ana has been awarded about $45 million in grant funding for projects like this one that improve safety for people walking and biking.

In the City of Los Angeles, the Mobility Plan 2035 advances the complete streets concept beyond a single project by prioritizing multi-modal networks including a Bicycle Enhanced Network, Transit Enhanced Network, Vehicle Enhanced Network and Pedestrian Enhanced Districts.

PLANNING FOR 2045
Connect SoCal invests in local streets and arterials and anticipates continued success in securing grant funds for regionally significant projects through programs like the California Active Transportation Program (ATP).

By expanding complete streets concepts to accommodate and optimize new technologies and micro-mobility devices, first-last mile connections to transit and curbside management strategies, the region will achieve even greater mode shift and reductions in VMT. SCAG champions Complete Streets policy implementation throughout the region with the Go Human campaign and a range of planning resources, including the Regional High Injury Network. Specific strategies and actions related to Complete Streets are detailed in the Active Transportation Technical Report.

KEY CONNECTIONS

ACCELERATED ELECTRIFICATION

CLEAN VEHICLES, CLEANER AIR
The Accelerated Electrification strategy offers a holistic and coordinated approach to de-carbonizing or electrifying passenger vehicles, transit and goods movement vehicles. Through greater coordination and deeper collaboration, this strategy aims to go beyond benefits achieved through state mandates alone. In the light-duty sector, Connect SoCal plans for greater incentives to increase sales of electric vehicles and strategies to increase the availability of charging infrastructure. Electric vehicles (EVs) currently make up only seven percent of new car sales, but the growth is healthy: In 2013 EVs made up just 2.4 percent of all new car sales statewide. For transit, in 2018 the California Air Resources Board voted to mandate purchases of electric buses. We can facilitate that process by working with transit agencies to ensure adequate charging stations and electricity rates. In the goods movement sector, the goal is to achieve a zero-emissions system, fostering early adoption of near-zero-emissions technologies.

PLANNING FOR 2045PROMISING PRACTICES
Connect SoCal aims to align and catalyze investments to decarbonize the transportation system. Opportunities to be explored and advanced through studies and regional planning include:
• Regional EV Charging Station & Vehicle Rebate Programs Provides financial incentives for local communities to install charging stations & for individuals to purchase EVs
• EV Charging Station Streamlining
Working with member agencies to streamline the process of permitting and installing new charging stations.
• Innovative Clean Transit Rule
Facilitating the transition of transit fleets in the region to 100 percent electric vehicles.

LACI- Los Angeles Cleantech Incubator
Public private partnership among local, regional, and state stakeholders to accelerate transportation electrification and zero emissions goods movement in SCAG region.

SCAG PEV Atlas & Clean Cities Coalition Outreach
Five Department of Energy certified coalitions advance alternative fuels and fuel technologies in the region by building partnerships, creating tools and disseminating resources from the National Laboratories.

Successful coalition initiatives across the region include SCAG’s Plug-in Electric Vehicle Atlas, the AltCar Expo, and the deployment of thousands of municipal alternative fuel vehicles.

Regional Transit Agency Electric Buses
Sunline Transit, Foothill Transit pioneered the purchase of hydrogen and battery electric busses
71 Chapter 3 A Path to Greater Access, Mobility & Sustainability

KEY CONNECTIONS

ACCELERATED ELECTRIFICATION

Successful coalition initiatives across the region include SCAG’s Plug-in Electric Vehicle Atlas, the AltCar Expo, and the deployment of thousands of municipal alternative fuel vehicles.

Regional Transit Agency Electric Buses
Sunline Transit, Foothill Transit pioneered the purchase of hydrogen and battery electric busses
maintained for safe, convenient, and comfortable travel and access for users of all ages and abilities, will support people who are walking, bicycling, and using micro-mobility devices. A variety of engagement strategies will need to be implemented alongside infrastructure components to support active transportation, in whatever form it takes. This engagement can take the form of Safe Routes to School programs designed to encourage students to walk and bicycle to school, SCAG’s Go Human advertising campaigns to encourage the public to walk and bicycle more, or the demonstration of possible new infrastructure to get communities excited about changing their streets.

TRANSPORTATION SAFETY
Connect SoCal prioritizes the safety and mobility of the region’s residents, including drivers and passengers, transit riders, pedestrians, and bicyclists.

To adhere to MAP-21/FAST Act performance measures requirement, SCAG adopted its annual regional safety targets in February 2020. For the year 2020, SCAG is aiming to reduce fatalities by a minimum of 3.03 percent and serious injuries by a minimum of 1.5 percent. To enhance safety in the region, SCAG anticipates providing cities with resources to develop safety plans and help achieve the safety targets.

SCAG’s safety strategies are largely grounded in the State’s Strategic Highway Safety Plan (SHSP), which helps member agencies interested in pursuing safety initiatives and strategies at the local level. SCAG outlines detailed strategies and actions that local jurisdictions and county transportation commissions can undertake to enhance safety in our region in the Transportation Safety and Security Report. The strategies are supportive of the Strategic Highway Safety Plan and include:

1. Reduce Aggressive Driving and Speeding

2. Improve Safety for Aging Populations:

3. Improve Bicyclist Safety

4. Improve Commercial Vehicles Safety

5. Ensure Drivers are Licensed

6. Improve Emergency Response Services

7. Leverage Emerging Technologies

8. Reduce Impaired Driving Fatalities

9. Reduce Distracted Driving

10. Improve Safety at Intersections

11. Reduce the Occurrence of Lane Departure Fatalities

12. Improve Motorcycle Safety

13. Improve Occupant Protection by Increased Use of Seat Belts and Child Safety Seats

14. Improve Pedestrian Safety

15. Improve Work Zone Safety

16. Improve Safety for Young Drivers
To achieve regional safety targets SCAG will:
z Develop and maintain a High Injury Network (HIN) mapping tool to support planning efforts related to transportation safety by our local partners
z Work with local jurisdictions to provide active transportation safety education opportunities through its Go Human campaign
z Continue to represent Southern California on the California SHSP Steering Committee, the California Walk Bike Technical Advisory Committee, the Active Transportation Program Technical Advisory Committee and active transportation emphasis areas
z Support regional safety efforts including the development of Vision Zero policies and plans
z Support bicycle and pedestrian safety as part of SCAG’s Sustainable Communities Program
z Analyze shared use of sidewalks between different modes (bicyclists, pedestrian’s e-scooters) and the impacts on personal safety (e.g. dockless devices blocking foot traffic or other conflicts when riding near pedestrians)
z Advocate for funding strategies that reflect unique local needs

HIGHWAY & ARTERIAL NETWORK
Southern California’s highway and arterial system functions as the backbone of the larger transportation network. Most trips in our region are still made on our highways and arterials. The network provides access to employment, health, social and educational services among others. Yet, expansion of our highways Connect SoCal
72 and arterials has slowed down over the past decade. Building new roads is no longer accepted as the only solution to our congestion challenges, partly due to lack of funding and challenging environmental and community concerns.

However, given that critical gaps and congestion choke points still exist in the system, improvements beyond those that are operational in nature still need to be considered. Connect SoCal includes capital improvements that will address the choke points and gaps in the system, to ensure the system is operating optimally and provides adequate and equitable access to opportunities.

SCAG works with partner implementing agencies to prioritize projects that preserve and optimize the existing highway and arterial network. A sample of major committed projects included in Connect SoCal are highlighted in EXHIBIT 3.2 and TABLE 3.2. Projects include interchange improvements, auxiliary lanes, general purpose lanes, carpool lanes, toll lanes and Express/HOT lanes. The complete list of projects can be found in the Project List Technical Report. In addition to the financially constrained list (projects for which funds are identified in the plan) of projects, the Project List Technical Report also contains an unconstrained list of projects, also known as strategic projects, for illustrative purpose. Strategic projects are those projects that the region believes merits future consideration for inclusion in the financially constrained plan as the funding becomes available and the consensus for the projects are further developed through future studies.

Our region boasts one of the most comprehensive High Occupancy Vehicle (HOV) Lane systems in the nation. However, there are still gaps in the system that we must continue to close. As part of Connect SoCal, strategic HOV gap closures, direct highway-to-highway HOV connectors, and HOV direct access ramps need to be built to complete the system.

Our region’s arterials and local road system accounts for more than 80 percent of the total road network and they carry a majority of overall traffic. A number of arterials run parallel to major highways and can provide alternatives to them.

Beyond motor vehicles, our arterials serve transit and active transportation.

As part of Complete Streets initiatives, improvements such as bicycle lanes, sidewalks, lighting, landscaping, and ADA compliant measures are shifting focus on arterials towards considering multiple users – while also providing a greater sense of place.

The Highway and Arterial improvements in Connect SoCal are guided by the following framework and guiding principles:
z Protect and preserve what we have first, supporting ‘Fix it First’ principle, including the consideration of life cycle costs beyond construction
z Support continued system preservation funding and
augment as necessary
z Focus on achieving maximum productivity through strategic investments in system management and demand management
z Focus on adding capacity primarily (but not exclusively) to:

Close gaps in the system
Improve access where needed
z Support policies and system improvements that will encourage the seamless operation of our roadway network from a user perspective z Consider safety in all roadway improvement projects
z Assure that any new roadway capacity project is developed with consideration and incorporation of congestion management strategies, including demand management measures, operational improvements, transit and ITS.
z Focus on addressing non-recurring congestion with new technology z Implement Complete Streets consistent with California’s Complete Streets Act

REGIONAL EXPRESS LANE NETWORK
Consistent with the system management pyramid, the regional express lane network integrates congestion pricing to optimize existing capacity on freeways and offer users greater travel time reliability and choices. Express lanes when appropriately priced to reflect demand can outperform non-priced lanes in terms of throughput, especially during congested periods. Express lanes operate on the principle of congestion pricing – when more vehicles are using those lanes, the price increases accordingly to manage congestion in the lanes.

Express lanes and toll roads generate revenues that fund construction and operation of the facilities, and can relieve air pollution and GHG emissions associated with congestion.

Orange
County
San Bernardino
County
Riverside
County
Ventura
County
Los Angeles
County
San Diego County
Kern County
101
101
101
241
57 91
60 73
22 14
60 126
170
71 18
55 91
23 126
33 210
210
215
405
15 15
215
10 5
10 10
210
405
5 605
710
110
105
5 5
5 10
15 15
10 Source: SCAG, 2019
O:\=RTP\=rtp2020\mxds\Highway and Arterials\Sample Major Highway Projects.mxd | Date: 2/27/2020Map Title: Sample Major Highway Projects ° 0 10 205
Miles
San Bernardino
County
Riverside
County
Imperial
County

ARIZONA
San Diego
County
62 8
10 10
40 40
4 Planned HOV Connectors
! Planned HOT Direct Connector
! Planned HOV-to-HOT Direct Connector Conversion
Planned Mixed Flow Lanes
Planned HOV Lanes
Planned Express Lanes
Planned Freight Corridor
Service Layer Credits: Copyright:(c) 2014 Esri, Esri, Garmin, GEBCO, NOAA NGDC, and other contributors Pacific
Ocean
EXHIBIT 3.2 Sample Major Highway Projects
Connect SoCal
74 TABLE 3.2 Sample Highway Projects
County Route Description Completion
Year
Project Cost
($1,000's)

MIXED-FLOW LANES
Imperial SR-111 Widen and improve to six-lane freeway with interchanges at Heber, McCabe, and Jasper and overpass at Chick Rd. 2030 $999,136
Los Angeles SR-57/SR-60 Route 57/60 Confluence Chokepoint Relief Program. 2026 $300,000 Los Angeles I-710 Add one mixed-flow lane in each direction between Shoreline Dr and SR-91 and between I-105 and SR-60, plus add 2 truck lanes between Willow St and Del Amo Blvd. 2035 $5,941,000 Orange SR-55
Add one mixed-flow lane in each direction and fix chokepoints from I-405 to I-5 and add one auxiliary lane in each direction between select on/off ramps and operational improvements through project limits.
2025 $410,907
Orange SR-91
Add eastbound mixed-flow lane from SR-57 to SR-55, add one westbound mixed-flow lane from Kraemer to State College, improve interchanges and merging from Lakeview to Raymond, and auxiliary lanes in certain segments.
2030 $456,190
Orange I-405 Add one mixed-flow lane in each direction from I-5 to SR-55 and southbound auxiliary lane from SR-133 to Irvine Center Drive. 2034 $323,600
Orange I-405 Add one mixed-flow lane in each direction, convert existing HOV lane to HOT lane, add one additional HOT lane in each direction from SR-73 to I-605. 2026 $1,900,000 Ventura SR-118 Add one lane each direction from RT-23 to Tapo Canyon Rd. 2031 $216,463 75 Chapter 3 A Path to Greater Access, Mobility & Sustainability TABLE 3.2 Sample Highway Projects - Continued
County Route Description Completion
Year
Project Cost
($1,000's)

EXPRESS LANES
Los Angeles I-405 Add I-405 Express Lanes from I-105 to I-110. 2028 $71,560 Los Angeles I-405 Add I-405 Express Lanes from I-110 to LA/Orange County Line. 2028 $110,390 Los Angeles I-105 Add I-105 Express Lane from I-405 to Studebaker. 2027 $520,900 Los Angeles I-405 Sepulveda Pass (Ph 1) ExpressLanes. 2027 $260,000 Los Angeles I-10 Add I-10 Express Lanes from I-605 to LA/San Bernardino County Line. 2028 $196,840 Los Angeles I-405 Add I-405 Express Lanes from I-10 to I-105. 2028 $70,880 Los Angeles I-605 I-605 Express Lanes from I-105 to Orange County Line. 2031 $100,850 RIVERSIDE I-15 Add two Express Lanes in each direction from Cajalco Rd to SR-74. 2027 $544,000 San Bernardino I-15 Add two Express Lanes in each direction from I-215 to US-395 2040 $687,994 San Bernardino I-15 Add one Express Lane in each direction from US-395 to High Desert Corridor (Segment 5) 2045 $194,662 San Bernardino I-10 Implement 2 Express Lanes from I-10/I-15 interchange to California St. and 1 Express Lane from California St. to Ford St. 2024 $1,214,607
Los Angeles SR-71 Add one HOV lane and one mixed-flow lane from Rt-10 to SB County Line. 2028 $326,392 Riverside I-15 Add one HOV lane in each direction from SR-74 to I-15/I-215 interchange. 2039 $375,664 San Bernardino I-215 Add one HOV lane in each direction from SR-210 to I-15. 2035 $249,151 Ventura US-101 Add one HOV lane in each direction from LA/VEN County Line to SR-33. 2040 $700,000 Connect SoCal
76 The regional express lane network included in Connect SoCal builds on the successful implementation of the I-10 and I-110 Express Lanes in Los Angeles County and the recent extension of the SR-91 Express Lanes between Orange and Riverside Counties. Additional efforts underway include planned express lanes on the I-105 in Los Angeles County, the I-15 in Riverside County, the I-15 and the I-10 in San Bernardino County and the I-405 in Orange County and Los Angeles County. EXHIBIT 3.3 displays the segments in the proposed regional express lane network.

GOODS MOVEMENT
Global supply chains are interconnected, and changes in one area have subsequent and far-reaching ripple effects on transportation networks.

This is especially true in the SCAG region, which serves as the premier trade gateway for the U.S.

Since the 2016 RTP/SCS, several new paradigms have emerged that are reshaping the way the region addresses goods movement issues. E-commerce has been a core driver affecting all aspects of regional goods movement by facilitating increased cargo volumes, fostering both the development and turnover of industrial establishments, changing consumer habits, causing shifts in labor forces, and paving the way for new technologies in logistics.

The region is also positioning itself to address the challenges that will be brought by new technologies like automation and its corollary impacts on the regional goods movement workforce. Balancing traditional goods movement concerns and opportunities with emerging challenges, SCAG has developed key strategies to realize a regional vison that maintains regional economic competitiveness, promotes job creation and retention, increases freight mobility and safety, and mitigates environmental impacts. Specific details of goods movement challenges and strategies can be found in the Goods Movement Technical Report.

Infrastructure Investments to Improve Freight Mobility
Capturing the benefits that accompany goods movement means ensuring that regional businesses have access to and increased mobility on key goods movement corridors and networks. Improving efficiency on the transportation system will help contain the rising costs of goods and services that may be passed on to consumers. Connect SoCal identifies a significant number of infrastructure investments to assure that the region continues to be the leading trade gateway in the U.S. It does this by supporting physical improvements in the marine terminals, highways, intermodal terminals, railroad mainlines, access routes, airports and international land border crossings that make up the goods movement network.

Last-Mile Freight
Last-mile delivery represents the final leg for goods to reach customers. These deliveries happen in complex environments, including high-density regional locations, involve sophisticated interactions among physical infrastructure and often compete for limited public space with other modes. Ensuring that freight is properly included in policy considerations and street design necessitates tailored and nuanced strategies involving multidisciplinary approaches as identified in Connect SoCal.

Workforce Development
Changing supply chains, automation and new technologies, and increasingly competitive wages from other sectors, will place growing pressure on goods movement related businesses to find qualified workers without raising costs and ensure the availability of jobs that have traditionally provided well-paying jobs to lower-skilled workers. Connect SoCal supports regional programs that raise awareness of the issue, reposition the image of goods movement jobs to accurately reflect career mobility for goods movement jobs, promote increased participation by younger workers and improve access for workers.

Truck Bottleneck Relief Strategy
In 2016, California had the third-highest cost of truck congestion behind Texas and Florida at nearly $5.1 billion and five of the top 100 truck bottlenecks in the nation. With driver wages and fuel costs representing more than 50 percent of total motor carrier costs, truck congestion has major impacts on the bottom line of the trucking industry. Truck bottlenecks are also emission “hot spots” that generally have significantly degraded localized air quality because of increased idling. Connect SoCal identifies 48 truck bottlenecks in the region and allocates an estimated $5 billion toward strategies that relieve them, such as:
z Ramp metering
z Extending merging lanes
z Improving ramps and interchanges
z Adding auxiliary lanes
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Orange
County
San Bernardino
County
Riverside
County
Ventura
County
Los Angeles
County
San Diego County
Kern County
101
101
101
241
57 91
60 73
22 14
60 126
170
71 18
55 91
23 126
33 210 210
215
405
15 15
215
10 5
10 10
210
405
5 605
710
110
105
5 5
5 10
15 15
10 Source: SCAG, 2019
O:\=RTP\=rtp2020\mxds\=Main_Report\Chapter 3\Exhibit 3.3 Planned Regional Express Lane Network.mxd | Date: 3/11/2020Map Title: Regional Express Lane Network ° 0 10 205
Miles
San Bernardino
County
Riverside
County
Imperial
County

ARIZONA
San Diego
County
62 8
10 10
40 40
Existing Express Lanes Existing Toll Roads Planned Express Lane Network Planned Dual-Lane Segments Service Layer Credits: Copyright:(c) 2014 Esri, Esri, Garmin, GEBCO, NOAA NGDC, and other contributors Pacific
Ocean
! Existing Express Lane Direct Connector ! Planned Express Lane Direct Connector ! Planned HOV-to-Express Lane Direct Connector Conversion EXHIBIT 3.3 Planned Regional Express Lane Network
Connect SoCal
78 Industrial Warehouse & Distribution Centers
Southern California is home to the largest industrial warehouse cluster in the nation, with well over 1.2 billion square feet of industrial space. SCAG will continue efforts to provide the most updated data on industrial warehouse building square footage and conduct further analyses to better reflect changes in industrial land uses, truck industry service types, and equipment usage for truck terminals due to e-commerce. This includes consideration of new area sub-category classifications such as seaport and air cargo terminals, and rail intermodal and classification yards. By further understanding industrial facilities, SCAG will be more equipped to explore strategies that support the effective integration between goods movement needs and regional land use patterns.

Goods Movement Environmental Strategy
Much of the SCAG region (and nearly all of the urbanized area in the region) does not meet federal ozone and fine particulate air quality standards, and goods movement is a major source of greenhouse gas emissions. With growing demand to quickly deliver goods to consumers, the region will need to aggressively pursue the reduction of freight emissions that contributes to regional air pollution problems and localized “hot spots” that have adverse health impacts. Connect SoCal proposes an environmental strategy to address the air quality impacts of goods movement, while also allowing for the efficient and safe movement of goods throughout the region. A critical component of this strategy is the integration of advanced technologies that have benefits such as air quality improvements, energy security and economic growth opportunities. Connect SoCal articulates a process to accelerate the development and deployment of effective technologies, along with key action steps, to help the region reduce dangerous pollutants as much as possible.

While this plan focuses on getting cleaner vehicles on the road quickly, this must be done with full life-cycle consideration of production, use and disposal impacts. This plan reaffirms zero and near-zero emission technologies as a priority, describes progress to date, and outlines a framework and key action steps to reach that goal. The process, framework, and action steps can be found in the Goods Movement Technical Report.

The efficient movement of goods is critical to a strong economy and improves quality of life in the SCAG region by providing jobs and access to markets through trade. However, increased volumes of goods moving across the transportation system contribute to greater congestion, safety concerns and harmful emissions. It is critical to integrate land use decisions and technological advancements to minimize environmental and health impacts while fostering continued growth in trade and commerce.

PROGRESS SINCE 2016
Adoption of the Clean Air Action Plan Update in 2017. Since inception in 2006, the Ports have reduced air pollution from harbor trucks alone by more than 90 percent.

Selection of a Locally Preferred Alternative for the I-710 South Recirculated Draft EIR/Supplemental Draft EIS.

Twenty-five regional grade separations have been completed and opened to traffic, reducing delays and emissions from idling vehicles, and addressing noise and safety concerns.

Near completion of the Gerald Desmond Bridge (completion 2020).

Expansion of the international POE in Calexico.

PLANNING FOR 2045
Connect SoCal includes expanded railyards, additional mainline railroad tracks, grade separations, improved port terminals and truck bottleneck relief projects, including dedicated truck lanes.

Connect SoCal addresses drivers of change such as e-commerce, new technologies, shifts in trade policies, last-mile delivery and the move to a near-zero and zero-emissions system.

CORE VISION

GOODS MOVEMENT

79 Chapter 3 A Path to Greater Access, Mobility & Sustainability

AVIATION
SCAG, by definition, is primarily a regional surface transportation planning agency. Therefore, SCAG is focused on air passenger and cargo activity from the perspective of how the traffic coming and going from the airports affects the region’s roads, highways, and transit systems, and how to improve ground transportation access to the airports. On a basic level, SCAG maintains an updated list of airport ground access improvements. However, SCAG has and will continue to play a role in terms of aviation systems research, planning and analysis, as well as encouraging collaboration and communication amongst the region’s aviation stakeholders.

In order to best plan for and assess the impacts of air passenger and cargo activity on the region’s surface transportation system, SCAG takes a comprehensive, collaborative and empirical analytical approach to regional transportation planning. TABLE 3.3 summarizes passenger and air cargo demand in 2045 at each of the current and future commercial airports within the SCAG region. These forecasts were developed through a collaborative process working with each of the airports individually as well as collectively through the Aviation Technical Advisory committee (ATAC). The estimated future demand at each of the airports informs the transportation improvement needs.

Work with Airports & Transportation Agencies on Airport Ground Access Projects
The airports in the SCAG region are currently working with federal, state, and local transportation agencies, and private partners, to improve airport ground access and infrastructure. SCAG maintains an updated list of the various airport ground access improvement projects and works with the airports to assist with data collection and assist with agency coordination.

Currently, Los Angeles World Airports (LAWA) is completing the Landside Access Modernization Program (LAMP) project and is in the planning and environmental phases for the Airfield and Terminal Modernization (ATM) program. Both the LAMP and ATM projects address ground access and airport modernization at LAX. The LAMP project will include the Automated People Mover, two Intermodal Transportation Facilities, a Consolidated Rental Car Facility and a series of comprehensive roadway improvements designed to alleviate traffic congestion in and around the airport.

Hollywood Burbank Airport has recently completed transit and rail infrastructure projects to improve ground access, including the Regional Intermodal Transit Center (RITC), and is currently in the planning process for a new airport terminal. While Burbank is currently the only airport with direct rail access to the airport, the City of Ontario and the San Bernardino County Transportation Authority have formally initiated the planning process for new Metrolink connections to the Ontario International Airport.

TABLE 3.3 SCAG Region Airport Passenger Forecast for 2020–2045 Major SCAG
Region Airports
2017 (Base Year) Actual
Activity (in millions)
2045 (Horizon Year)
Projection (in millions)
Total SCAG Region 110.17 197.14
Burbank 4.74 9
Imperial 0.012 0.3
Los Angeles 84.56 127
Long Beach 3.783 5.5
Ontario 4.552 33
Oxnard 0 0.3
Palmdale 0 1.82
Palm Springs 2.1 5
Riverside 0 0.61
San Bernardino 0 1.81
Orange County 10.423 12.5
So Cal Logistics 0 0.3
Source: The airport activity numbers for 2017 and the airport forecast numbers for 2045 were obtained from the airports.

Connect SoCal
80 Effective Analysis & Planning
Rigorous data collection, research and analysis is critical for effective regional planning, including planning for ground access to and from the region’s airports. The ongoing development of the SCAG region’s surface transportation system, especially as it relates to the airports in the face of growing air passenger and cargo demand, will require that all key partners maintain and have access to quality data on aviation passenger and cargo trends.

Much of that research and analysis will continue to be provided by the aviation and transportation stakeholders in the region in the form of data, activity reports, passenger surveys and other agency-initiated reports, studies and working groups. However, in addition to the agency-led efforts, the SCAG Aviation Program will begin designing and initiating studies (e.g. air passenger surveys, airline airport choice studies) that will help inform airport and transportation planners in the region. To this end, in order to ensure that there is not unnecessarily overlap and that the research represents the interests and goals of the aviation stakeholders, SCAG will continue a comprehensive and collaborative planning approach by working with the airports, transportation commissions and agencies, state agencies, federal agencies and other aviation and transportation stakeholders.

The data collection and analysis for the different research projects will be open, transparent and collaborative processes. At the core of the SCAG Aviation Program’s efforts will be to continue to facilitate effective research, analysis, and planning through information sharing and open communication.

Ongoing Communication & Collaboration Between Airports, Transportation Agencies & Government
The SCAG Aviation Program will act as a facilitator of working relationships and discourse between aviation and transportation planning agencies and officials in the region. Although SCAG has no regulatory, planning, or operational authority over the airports, as a metropolitan planning organization, SCAG is encouraged by federal statute to consult and collaborate with transportation stakeholders, including airport officials. In an effort to encourage effective planning for the coming growth in air passenger and cargo demand, the SCAG Aviation Program has provided and will continue to provide a critical collaborative planning function. Whether it is through the ATAC, attendance at conferences and working group meetings, and meeting with airports and government agencies, the SCAG Aviation Program will continue to play a critical role in building bridges and partnerships across the region.

TECHNOLOGICAL INNOVATIONS &

EMERGING TECHNOLOGY
Emerging technologies in transportation and mobility are primarily developed and advanced by the private sector, and it is important that public agencies monitor the development of such innovations. Emerging technology in transportation and mobility are themes threaded throughout Connect SoCal. SCAG has completed wide-ranging analysis of recent and emerging technologies principally associated with light-duty vehicles that could potentially impact travel behavior and location choices in the region over the next 25 years.

However, these new technologies will have diverse impacts, affecting everything from goods movement to transit.

Connect SoCal recognizes that many of these new technologies provide consumer solutions and have been embraced by the public as evidenced by the proliferation of smartphones, mobile banking, navigational apps and social networking. Emerging technology such as ride-hailing, carshare, e-bike and e-scooters provide more choices, including a range of affordable mobility options for travelers. Some niche ride-hailing companies also serve special markets such as children, healthcare transportation and concierge service for elderly customers. Improvements in regional mobility will therefore likely be derived from how technology is used, rather than from any individual technological development.

By providing more options for local and regional trips, emerging technologies may shift trips to less environmentally damaging modes, minimize negative environmental externalities associated with current vehicle use, increase system efficiency, improve safety, and reduce auto-related collisions and fatalities. Moreover, strategies to harness the benefits of emerging technologies to advance Connect SoCal goals are viewed through the lens of improving health, safety, and equity and mobility outcomes for all the region’s residents.

To stay informed on emerging technologies as they develop, SCAG regularly communicates with institutions of higher learning, metropolitan planning organizations from around the country, county transportation commissions, local jurisdictions, economic development entities and chambers of commerce. 81 Chapter 3 A Path to Greater Access, Mobility & Sustainability SCAG has prepared a set of recommended policies that are included in the Connect SoCal Emerging Technology Technical Report. Those policies represent examples that SCAG could help local jurisdictions to adopt. The policies would need to be studied and customized to fit local context. In addition to recommended policies, Connect SoCal proposes programs that encourage the deployment of selected technologies to improve mobility and reduce GHGs. These programs support the Key Connections strategies ‘Accelerated Electrification’ and ‘Shared Mobility and Mobility as a Service (MaaS)’.

PROTECTING THE ENVIRONMENT
Integrating the many transportation and land use strategies discussed in this chapter will help protect the region’s natural environment—in numerous ways. SCAG has been committed to this integration, as well as protecting the environment, for years. However, environmental protection is now a major requirement of Moving Ahead for Progress in the 21st Century Act (MAP-21/FAST Act). Pursuant to Section 23 U.S. Code Section 134, “a long- range transportation plan shall include a discussion of types of potential environmental mitigation activities and potential areas to carry out these activities, including activities that may have the greatest potential to restore and maintain the environmental functions affected by the plan.” Connect SoCal also considers and is consistent with the provisions of the Fixing America’s Surface Transportation Act (FAST Act). As part of the planning process, MPOs “shall consult, as appropriate, with State and local agencies responsible for land use management, natural resources, environmental protection, conservation and historic preservation concerning the development of the transportation plan.” They also must consider, if available, “state conservation plans or maps” and “inventories of natural or historic resources.”

ENVIRONMENTAL MITIGATION PROGRAM
Connect SoCal includes an environmental mitigation program that links transportation planning to the environment. Building on its strong commitment to the environment as demonstrated in the previously conducted 2016 RTP/ SCS, SCAG’s mitigation program is intended to function as a resource for lead agencies to consider in identifying mitigation measures to reduce impacts anticipated to result from future projects as deemed applicable and feasible by such agencies. This mitigation discussion also utilizes documents created by federal, state and local agencies to guide environmental planning for transportation projects.

Connect SoCal in some aspects acts as a “self-mitigating” plan in certain impact areas, in that its policies and strategies lead to improved environmental outcomes for air quality, GHG emissions, public health, congestion and other indicators, while accommodating existing and projected population growth, among other key environmental indicators compared to the No Project Alternative (Trend Scenario). Nevertheless, the implementation of plan programs, policies and strategies may lead to additional environmental impacts compared to existing conditions.

As a public agency in California, SCAG also fulfills mitigation requirements by preparing a Program Environmental Impact Report (PEIR), pursuant to the California Environmental Quality Act (CEQA). The PEIR evaluates potential environmental impacts of Connect SoCal when compared with existing conditions and proposes measures at the program level to mitigate impacts to the maximum extent feasible for those resource areas that would be affected by the plan.

MITIGATION MEASURES
SCAG is responsible for developing a plan to monitor mitigation activities to track progress on implementation of these measures at the regional level.

SCAG’s mitigation is consistent with the general role played by a metropolitan planning organization, including developing and sharing information, collaborating with partners and developing regional policies.

Senate Bill 375 states that nothing in a SCS supersedes the land use authority of cities and counties and that cities and counties are not required to change their land use policies and regulations, including their general plans, to be consistent with the SCS or an alternative planning strategy (Government Code Section 65080(b)(2)(K)). Cities and counties have plenary authority to regulate land use through their police powers granted by the California Constitution, art.

XI, §7, and under several statutes, including the local planning law (Government Code Sections 65100-65763), the zoning law (Government Code Sections 65800-65912), and the Subdivision Map Act (Government Code Sections 66410-66499.37). SCAG has no concurrent authority/jurisdiction to implement mitigation related to land use plans and projects.

BIG DATA & VIRTUAL INFRASTRUCTURE
Smart Cities connect people, vehicles and infrastructure, allowing them to communicate in “real-time” through regional telecommunications networks.

The Smart Cities and Job Centers strategy aims to catalyze investments across sectors to make “virtual access” a cost-effective and reliable option for all types of trips, expanding the air quality, congestion and VMT reduction benefits the region already realizes through teleworking. While Smart Cities strategies can be deployed universally, virtual access is particularly beneficial in rural communities where destinations are far apart.

Connect SoCal specifically envisions intensified deployment in sub-regional job centers to encourage more growth of both jobs and housing in areas with already high employment density. The Smart Cities and Job Centers strategy enables this by using integrated information and communication technologies to improve the efficiency and performance of the transportation system. It incorporates transit demand management (TDM) measures that encourage carpooling and transit, and parking strategies that reduce the cost to build new employment facilities within job centers. Also, this strategy builds upon promising trends in “co-working” to promote alternatives for long-distance commuters who prefer not to telecommute. Strengthening these locally significant employment centers allows the region to capitalize on the economic and mobility benefits of compact development, where housing and jobs are closer together.

KEY CONNECTIONS

SMART CITIES & JOB CENTERS
PLANNING FOR 2045
To replace vehicle trips with virtual access and realize greenhouse gas reductions savings through the deployment of “smart” technologies, SCAG will continue to research and advance Smart Cities strategies including by:
• Seeking funding and partners to continue to the Future Communities Pilot Program.
• Expanding research on the Future of Work to increase understanding and advance strategies where technology can substitute for physical trips (via strategies like telecommuting, telemedicine, online learning, e-commerce, and e-government).
• Collaborating with the Inland Empire Regional Broadband Consortium, California Emerging Technology Fund, and others on a Transportation Broadband Strategies Study to help reduce VMT and greenhouse gas emissions.

PROMISING PRACTICES
South Bay Fiber Network
Development of a regional broadband fiber-optic network to support improved management of transportation systems and transportation demand management.

SCAG Future Communities Pilot Program
Partnership with the Mobile Source Air Pollution Reduction Review Committee to provide local technical assistance grants supporting data and technology solutions to reduce VMT through enhanced city services and mobility programs.

DRIVER’S LICENSE RENEWAL
SUBMIT

TELEMEDICINE
DRIVER’S LICENSE RENEWAL
SUBMIT

TELEWORKING
DRIVER’S LICENSE RENEWAL
SUBMIT

E-GOVERNMENT

TECHNOLOGY IS CHANGING THE FUTURE OF

WORK (AND HELPING REDUCE VEHICLE TRIPS)

BIG DATA & VIRTUAL INFRASTRUCTURE
Smart Cities connect people, vehicles and infrastructure, allowing them to communicate in “real-time” through regional telecommunications networks.

KEY CONNECTIONS

PROMISING PRACTICES
South Bay Fiber Network
Development of a regional broadband fiber-optic network to support improved management of transportation systems and transportation demand management.

DRIVER’S LICENSE RENEWAL
SUBMIT

TELEMEDICINE
DRIVER’S LICENSE RENEWAL
SUBMIT

TELEWORKING
DRIVER’S LICENSE RENEWAL
SUBMIT

E-GOVERNMENT

TECHNOLOGY IS CHANGING THE FUTURE OF

WORK (AND HELPING REDUCE VEHICLE TRIPS)

THE RIGHT TOOL FOR THE JOB
The future of transportation, like so many aspects of living in our region, will be shaped by technology and the ability to customize our choices. The rise of shared mobility and mobility as a service will allow residents to choose how to travel, depending on the time, distance or goal of their trip. “Shared mobility” refers to a broad range of transportation options, such as rental e-scooters and e-bikes, ridesourcing services like Uber and Lyft, and on-demand app-based transit connections provided by vans and shuttles. “Mobility as a service,” or MaaS, allows travelers to research and compare different transportation options from one screen and plan their trip accordingly. MaaS will also allow the traveler to book and pay for different segments of a multi- modal trip with one click. This will make it increasingly critical that dense urban areas manage their curb space smartly, in order to ensure safe access for low-speed modes, ridesourcing providers, parking and local deliveries.

WHICH OPTION

WOULD WORK BEST
FOR ME TODAY?
Through regional planning and collaboration, SCAG will advance the vision of shared and seamless travel through MaaS as an alternative to driving alone. Programs to be explored and advanced to realize this outcome through partnership and collaboration could include:
• GoMonrovia – City-subsidized ridesharing trips take residents to city’s downtown and Metro Gold Line station
• California Integrated Travel Project (Cal-ITP) – facilitate multi-modal trip planning and payment to support state goals of increasing transit ridership, reaching environmental targets, lowering costs, creating efficiencies, improving customer experience and promoting equity. • Micro-Mobility Pilot Programs – Developing local regulations helps ensure safety, accessibility, access to data and accountability for new modes of travel
• Regional Microtransit Pilot Projects – Testing on-demand transit across the region: OCTA - OC Flex, LADOT - LANow, Anaheim Transit Network - Free Rides Around the Neighborhood, and Metro – Via.

TAP Card Integration
You can pay fares on 25 different regional transit systems with just one “Transit Access Pass” (TAP) card
Metro Bike Share / TAP Card Integration
Your TAP card gives you to access 1,500 bikes at over 150 stations across LA County
LA Metro Carsharing Integration
Dedicated carsharing spaces are available at 25 Metro
stations in LA County
PLANNING FOR 2045PROMISING PRACTICES

KEY CONNECTIONS

SHARED MOBILITY &

MOBILITY AS A SERVICE

WHICH OPTION

KEY CONNECTIONS

SHARED MOBILITY &

MOBILITY AS A SERVICE

Connect SoCal
86 With respect to the transportation projects in Connect SoCal, these projects are to be implemented by Caltrans, county transportation commissions, local transit agencies, and local governments (i.e., cities and counties), and not SCAG.

Transportation project implementation and land use development decisions are subject to their own environmental review process and are expected to implement project-specific mitigation measures to minimize environmental impacts, as SCAG has no authority/jurisdiction to require these agencies to implement projects nor their mitigation measures.

For the Connect SoCal PEIR, SCAG has taken a performance standards-based mitigation approach that includes:
z SCAG’s program level mitigation measures
z Project-level mitigation measures which are within responsibility, authority, and/or jurisdiction of project-implementing agency or other public agency serving as lead agency under CEQA in subsequent project- and site- specific design, CEQA review, and decision-making processes, to meet the performance standards for each of the CEQA resource categories.

Program level mitigation measures have been identified and will be undertaken by SCAG, to offset any identified potentially significant adverse programmatic- level environmental effects. Such measures include public awareness and outreach, agency coordination and feasibility studies.

Project level mitigation measures have been identified that “can and should where applicable and feasible” be undertaken by lead agencies that implement transportation projects or projects influenced by land use development patterns. Such measures may include: local safety measures, transportation demand management system, compliance with air management district regulations and others.

The Connect SoCal PEIR identifies program and project-level mitigation measures for the following resource categories:
z Aesthetics
z Agriculture and forestry resources
z Air quality; Biological resources
z Cultural resources
z Energy
z Geology and soils
z Greenhouse gas emissions and climate change
z Hazards and hazardous materials
z Hydrology and water quality
z Land use and planning
z Mineral resources
z Noise
z Population, housing and employment
z Public services
z Recreation
z Transportation, traffic and safety
z Tribal cultural resources
z Utilities and service systems
z Wildfire
For a complete list of mitigation measures and its approach, refer to the Connect SoCal PEIR located at the Connect SoCal website.

San Bernardino
County
Riverside
County
Ventura
County
Los Angeles
County
San Diego County
Kern County
Los Angeles
Simi Valley
Moorpark
Ojai
San Buenaventura
Thousand Oaks
Camarillo
Oxnard
Yucaipa
Colton
Yucca Valley
Victorville
Adelanto
Redlands
Rialto
Fontana
Chino Hills
HighlandRancho
Cucamonga
Loma
Linda
San
Bernardino
Barstow
Upland
Chino
Ontario
Hesperia
Apple
Valley
Calimesa
Norco
Indian
Wells
Beaumont
Riverside
Corona
Murrieta
Lake
Elsinore
San
Jacinto
La Quinta
Wildomar
Desert Hot Springs
Banning
Rancho
Mirage
Perris
Menifee
Moreno
Valley
Eastvale
Jurupa Valley
Temecula
Hemet Indio
Palm
Springs
Palm
Desert
Orange
Santa
Ana
Fullerton
Anaheim
Laguna
Niguel
Seal
Beach
Brea
Mission
Viejo
Garden
Grove
Newport
Beach
San
Clemente
Costa
Mesa
Lake
Forest
Buena
Park
Huntington
Beach
Tustin
Yorba Linda
La
Habra
Irvine
Lancaster
Palmdale
Santa Clarita
Glendale
Pasadena
Burbank
Monrovia
GlendoraArcadiaCalabasas
Azusa
San
Dimas
Pomona
CovinaEl
Monte
Monterey
Park
Walnut
Whittier
Vernon
Downey
Norwalk
Com pton
Torrance Carson
Long Beach
West Covina
Source: CalBRACE, California Department of Conservation, CPAD, CCED, County Transportation Commissions, NOAA Coastal Services Center, SCAG, 2019 O:\=RTP\=rtp2020\mxds\=Main_Report\Chapter 3\Exhibit 3.4 Priority Growth Area & Growth Constraints.mxd | Date: 9/15/2020Map Title: Exhibit 3.4 Priority Growth Area & Growth Constraints ° 0 10 205
Miles
San Bernardino
County
Riverside
County
Imperial
County

ARIZONA
San Diego
County
Priority Growth Areas vs. Regional Growth Constraints
! Job Center
High Quality Transit Area
Neighborhood Mobility Areas
Regional Growth Constraints
Service Layer Credits: Copyright:(c) 2014 Esri, Esri, Garmin, GEBCO, NOAA NGDC, and other contributors Pacific
Ocean
Note: SCAG used locally informed data elements to determine Regional Growth Constraints including the absolute constraint areas shown in the map such as Tribal lands, Conserved Land and others. See the Sustainable Communities Strategy Technical Report for more details on these and the variable constraints used in plan development.

EXHIBIT 3.4 Priority Growth Areas & Growth Constraints San Bernardino
County
Riverside
CountyOrange
County
Ventura
County
Los Angeles
County
San Diego County
Kern County
Simi Valley
Moorpark
Ojai
Thousand
Oaks
CamarilloOxnard
Yucaipa
Colton
Yucca Valley
Victorville
Adelanto
Redlands
RialtoFontana
Chino Hills
Highland
Rancho
Cucamonga
Loma
Linda
San
Bernardino
Barstow
Upland
Chino
Ontario
Hesperia
Apple Valley
Calimesa
Norco
BeaumontRiverside
Corona
Murrieta
Lake Elsinore
San Jacinto
Wildomar
Desert Hot
Springs
Banning
Rancho
Mirage
Perris
Menifee
Moreno Valley
Eastvale
Jurupa Valley
Temecula
Cathedral
City
Hemet
Palm
Springs
Orange
Santa Ana
Fullerton
Anaheim
Laguna
Niguel
Seal
Beach
Brea
Mission
Viejo
Garden
Grove
Newport Beach
San
Clemente
Costa
Mesa
Lake
Forest
Buena
Park
Aliso
Viejo
Huntington
Beach
Tustin
Yorba Linda
Dana
Point
La
Habra
Fountain
Valley
San Juan
Capistrano
Irvine
Lancaster
Palmdale
Santa Clarita
Los Angeles
Glendale
Pasadena
Burbank
Monrovia
GlendoraArcadia
Agoura
Hills
Calabasas Azusa
San
Dimas
Irwindale
Pomona
El Monte
Monterey
Park
Walnut
Santa
Monica
Whittier
Downey
Norwalk
La
Mirada
Compton
Torrance
Carson
Long Beach
West CovinaMalibu
Source: Counties and local jurisdictions LAFCO in SCAG region, 2018 O:\=RTP\=rtp2020\mxds\=Main_Report\Chapter 3\Exhibit 3.5 Priority Growth Area - Spheres of Influence.mxd | Date: 9/15/2020Map Title: Exhibit 3.5 Priority Growth Area - Spheres of Influence ° 0 10 205
Miles
San Bernardino
County
Riverside
County
Imperial
County

ARIZONA
San Diego
County
County Boundaries
City Boundaries
Sphere of Influence
Regional Growth Constraints
Service Layer Credits: Copyright:(c) 2014 Esri, Esri, Garmin, GEBCO, NOAA NGDC, and other contributors Pacific
Ocean
Note: SCAG used locally informed data elements to determine Regional Growth Constraints including the absolute constraint areas shown in the map such as Tribal lands, Conserved Land and others. See the Sustainable Communities Strategy Technical Report for more details on these and the variable constraints used in plan development.

EXHIBIT 3.5 Priority Growth Area - Spheres of Influence San Bernardino
County
Riverside
County
Orange
County
Ventura
County
Los Angeles
County
San Diego County
Kern County
Calabasas
DT Riverside
Marina
del Rey
Anaheim-
Fullerton
Arcadia
Barstow
Beaumont
Bermuda-Palm Desert
Big Bear Lake
Brea
Cabazon
Camarillo
Chino
Commerce-
Montebello
Corona
Desert Hot
SpringsDowney
DTLA El Monte
Fillmore
Fontana
Glendale-Burbank
Glendora
Hemet
Industry-
Rowland Heights
Irvine-
Spectrum
Lake Elsinore
Lancaster
LAX
Loma Linda
Long Beach
Moorpark
Moreno Valley
Newport-
Mesa
North
Hollywood
ONT-
Rancho
Oxnard-
Port Hueneme
Palm Desert
Palm Springs
Palmdale
Pasadena
Pomona Redlands
Riverside-
Arlington
San
Bernardino
San Clemente
San Pedro
Santa Clarita
Santa Paula
Sherman
Oaks
Simi Valley
SNA-
Irvine
Sylmar
Temecula-
Murietta
Thousand Oaks-NewburyThousand Oaks-Westlake
Torrance-
Carson
Valley
Ventura
Victorville
Westside
Whittier
Yucaipa
Culver
City
Hollywood
Santa Ana
Santa
Monica
Source: SCAG, 2019
O:\=RTP\=rtp2020\mxds\=Main_Report\Chapter 3\Priority Growth Area - Job Centers.mxd | Date: 2/27/2020Map Title: Priority Growth Area - Job Centers ° 0 10 205
Miles
San Bernardino
County
Riverside
County
Imperial
County

ARIZONA
San Diego
County
Palm
Desert
Bermuda-
Palm Desert
Coachella
Holtville
Blythe
Calexico
Desert Hot
Springs
El Centro
Palm Springs
SCAG Region Proposed 2020 RTP/SCS Job Centers (Total Employment) ! Less than 10,001 (17)
! 10,001 - 25,000 (22)
! 25,001 - 50,000 (19)
! 50,001 - 150,000 (11)
! More than 150,000 (3)
Service Layer Credits: Copyright:(c) 2014 Esri, Esri, Garmin, GEBCO, NOAA NGDC, and other contributors Pacific
Ocean
Notes:
(1) Centers are areas with denser employment than their surroundings. (2) Dots represent the total employment in each center, not center boundaries. (3) Names are intended to be illustrative and may not reflect all the jurisdictions in which a center fully lies.

EXHIBIT 3.6 Priority Growth Area - Job Centers

Orange
County
San Bernardino
County
Riverside
County
Ventura
County
Los Angeles
County
San Diego County
Kern County
Simi Valley
Moorpark
Ojai
Thousand
Oaks
CamarilloOxnard
Yucaipa
Colton
Yucca Valley
Victorville
Adelanto
Redlands
RialtoFontana
Chino Hills
HighlandRancho
Cucamonga
Loma
Linda
San
Bernardino
Barstow
Upland
Chino
Ontario
Hesperia
Apple
Valley
Calimesa
Norco
Indian
Wells
BeaumontRiverside
Corona
Murrieta
Lake
Elsinore
San
Jacinto
La Quinta
Wildomar
Desert Hot
Springs
Banning
Rancho
Mirage
Perris
Menifee
Moreno Valley
Eastvale
Jurupa Valley
Temecula
Hemet
Indio
Palm
Springs
Palm
Desert
Orange
Santa
Ana
Fullerton
Anaheim
Laguna
Niguel
Seal
Beach
Brea
Mission
Viejo
Garden
Grove
Newport Beach
San
Clemente
Costa
Mesa
Lake
Forest
Buena
Park
Tustin
Yorba Linda
Irvine
Lancaster
Palmdale
Santa Clarita
Los Angeles
Glendale
Pasadena
Burbank
Monrovia
GlendoraArcadiaCalabasas Azusa
Pomona
El
Monte
Monterey
Park
Walnut
Whittier
Downey
Norwalk
Torrance Carson
Long Beach
West Covina
Source: County Transportation Commissions, SCAG, 2019
O:\=RTP\=rtp2020\mxds\=Main_Report\Chapter 3\Exhibit 3.7 Priority Growth Area - Transit Priority Area.mxd | Date: 3/15/2020Map Title: Exhibit 3.7 Priority Growth Area - Transit Priority Area ° 0 10 205
Miles
San Bernardino
County
Riverside
County
Imperial
County

ARIZONA
San Diego
County
Transit Priority Areas (2045)
TPA
Service Layer Credits: Copyright:(c) 2014 Esri, Esri, Garmin, GEBCO, NOAA NGDC, and other contributors Pacific
Ocean
Note: Transit priority area (TPA) refers to an area within one-half mile of a major transit stop that is existing or planned. SCAG identifies major transit stops and transit priority areas using the methodology described in the Transit Technical Report. Major transit stops are extracted from 2045 plan year data of Connect SoCal.

EXHIBIT 3.7 Priority Growth Area - Transit Priority Areas Orange
County
San Bernardino
County
Riverside
County
Ventura
County
Los Angeles
County
San Diego County
Kern County
Simi Valley
Moorpark
Ojai
Thousand
Oaks
Camarillo
Oxnard
Yucaipa
Colton
Yucca Valley
Victorville
Adelanto
Redlands
RialtoFontana
Chino Hills
HighlandRancho
Cucamonga
Loma
Linda
San
Bernardino
Barstow
Upland
Chino
Ontario
Hesperia
Apple
Valley
Calimesa
Norco
Indian
Wells
BeaumontRiverside
Corona
Murrieta
Lake
Elsinore
San Jacinto
La Quinta
Wildomar
Desert Hot
Springs
Banning
Rancho
Mirage
Perris
Menifee
Moreno Valley
Eastvale
Jurupa Valley
Temecula
Hemet
Indio
Palm
Springs
Palm
Desert
Orange
Santa
Ana
Fullerton
Anaheim
Laguna
Niguel
Seal
Beach
Brea
Mission
Viejo
Garden
Grove
Newport Beach
San
Clemente
Costa
Mesa
Lake
Forest
Buena
Park
Tustin
Yorba Linda
Irvine
Lancaster
Palmdale
Santa Clarita
Los Angeles Glendale
Pasadena
Burbank
Monrovia
Glendora
ArcadiaCalabasas Azusa
Pomona
El
Monte
Monterey
Park
Walnut
Whittier
Downey
Norwalk
Torrance Carson
Long Beach
West Covina
Source: County Transportation Commissions, SCAG, 2019
O:\=RTP\=rtp2020\mxds\=Main_Report\Chapter 3\Exhibit 3.8 Priority Growth Area - High Quality Transit Areas.mxd | Date: 3/15/2020Map Title: Exhibit 3.8 Priority Growth Area - High Quality Transit Areas ° 0 10 205
Miles
San Bernardino
County
Riverside
County
Imperial
County

ARIZONA
San Diego
County
High Quality Transit Areas (2045)
HQTA
Service Layer Credits: Copyright:(c) 2014 Esri, Esri, Garmin, GEBCO, NOAA NGDC, and other contributors Pacific
Ocean
Note: SCAG’s High Quality Transit Area (HQTA) is within one-half mile from major transit stops and high quality transit corridors (HQTC). SCAG identifies major transit stops and HQTCs using the methodology described in the Transit Technical Report. Major transit stops and HQTCs are extracted from 2045 plan year data of Connect SoCal.

EXHIBIT 3.8 Priority Growth Area - High Quality Transit Areas Orange
County
San Bernardino
County
Riverside
County
Ventura
County
Los Angeles
County
San Diego County
Kern County
Simi Valley
Moorpark
Ojai
Thousand
Oaks
Camarillo
Oxnard
Yucaipa
Colton
Yucca Valley
Victorville
Adelanto
Redlands
RialtoFontana
Chino Hills
HighlandRancho
Cucamonga
Loma
Linda
San
Bernardino
Barstow
Upland
Chino
Ontario
Hesperia
Apple
Valley
Calimesa
Norco
Indian
Wells
BeaumontRiverside
Corona
Murrieta
Lake
Elsinore
San
Jacinto
La Quinta
Wildomar
Desert Hot
Springs
Banning
Rancho
Mirage
Perris
Menifee
Moreno Valley
Eastvale
Jurupa Valley
Temecula
Hemet
Indio
Palm
Springs
Palm
Desert
Orange
Santa
Ana
Fullerton
Anaheim
Laguna
Niguel
Seal
Beach
Brea
Mission
Viejo
Garden
Grove
Newport Beach
San
Clemente
Costa
Mesa
Lake
Forest
Buena
Park
Tustin
Yorba Linda
Irvine
Lancaster
Palmdale
Santa Clarita
Los Angeles Glendale
Pasadena
Burbank
Monrovia
Glendora
ArcadiaCalabasas Azusa
Pomona
El
Monte
Monterey
Park
Walnut
Whittier
Downey
Norwalk
Torrance Carson
Long Beach
West Covina
Source: SCAG, 2019
O:\=RTP\=rtp2020\mxds\=Main_Report\Chapter 3\Exhibit 3.9 Priority Growth Area - Neighborhood Mobility Areas.mxd | Date: 3/15/2020Map Title: Exhibit 3.9 Priority Growth Area - Neighborhood Mobility Areas ° 0 10 205
Miles
San Bernardino
County
Riverside
County
Imperial
County

ARIZONA
San Diego
County
Neighborhood Mobility Areas (NMA)
NMA
Service Layer Credits: Copyright:(c) 2014 Esri, Esri, Garmin, GEBCO, NOAA NGDC, and other contributors Pacific
Ocean
Note: Neighborhood Mobility Areas (NMA) were identified by analyzing and assigning z- scores four measures at the Tier 2 TAZ level, and subsequently summing the z-scores.

TAZs that scored at the 80th percentile or higher for the composite score were considered NMAs.

EXHIBIT 3.9 Priority Growth Area - Neighborhood Mobility Areas Orange
County
San Bernardino
County
Riverside
County
Ventura
County
Los Angeles
County
San Diego County
Kern County
Simi Valley
Moorpark
Ojai
Thousand
Oaks
Camarillo
Oxnard
Yucaipa
Colton
Yucca Valley
Victorville
Adelanto
Redlands
RialtoFontana
Chino Hills
HighlandRancho
Cucamonga
Loma
Linda
San
Bernardino
Barstow
Upland
Chino
Ontario
Hesperia
Apple
Valley
Calimesa
Norco
Indian
Wells
BeaumontRiverside
Corona
Murrieta
Lake
Elsinore
San
Jacinto
La Quinta
Wildomar
Desert Hot
Springs
Banning
Rancho
Mirage
Perris
Menifee
Moreno Valley
Eastvale
Jurupa Valley
Temecula
Hemet
Indio
Palm
Springs
Palm
Desert
Orange
Santa
Ana
Fullerton
Anaheim
Laguna
Niguel
Seal
Beach
Brea
Mission
Viejo
Garden
Grove
Newport Beach
San
Clem ente
Costa
Mesa
La ke
Forest
Buena
Pa rk
Tustin
Yorba Linda
Irvine
Lancaster
Palmdale
Santa Clarita
Los Angeles Glendale
Pasadena
Burbank
Monrovia
Glendora
ArcadiaCalabasas Azusa
Pomona
El
Monte
Monterey
Pa rk
Walnut
Whittier
Downey
Norwalk
Torrance Carson
Long Beach
West Covina
Source: SCAG, 2019
O:\=RTP\=rtp2020\mxds\=Main_Report\Chapter 3\Exhibit 3.10 Priority Growth Area - Livable Corridors.mxd | Date: 3/13/2020Map Title: Exhibit 3.10 Priority Growth Area - Livable Corridors ° 0 10 205
Miles
San Bernardino
County
Riverside
County
Imperial
County

ARIZONA
San Diego
County
Livable Corridors
Livable Corridors
Service Layer Credits: Copyright:(c) 2014 Esri, Esri, Garmin, GEBCO, NOAA NGDC, and other contributors Pacific
Ocean
EXHIBIT 3.10 Priority Growth Area - Livable Corridors

CHAPTER
4 95

PAYING OUR

WAY FORWARD
CHAPTER 4
Connect SoCal - The 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy Connect SoCal
96 In accordance with federal fiscal constraint requirements (23 U.S.C. § 134(i)(2) (E)), this chapter and a more detailed Transportation Finance Technical Report identify how much money SCAG reasonably expects will be available to support our region’s surface transportation investments, ensuring that there is sufficient revenue available to support expenditures identified in Connect SoCal. SCAG has secured the necessary resources to support transportation investments detailed in past Plans, and our current financial plan will continue to meet the necessary milestones to implement Connect SoCal.

The financially constrained Connect SoCal includes both a “traditional” core revenue forecast comprised of existing local, state, and federal sources and more innovative but reasonably available sources of revenue to implement a program of improvements that keeps people and goods moving. The financial plan further documents progress made since past RTPs and describes steps we can take to obtain needed revenues to implement the region’s transportation vision.

The SCAG region’s financially constrained Connect SoCal plan includes revenues from both core and reasonably available revenue sources, which together total $638.9 billion from FY2020-21 through FY2044-45, as illustrated in FIGURE 4.1.

For core sources, the Plan is funded 60 percent by local sources, 32 percent by state sources and 8 percent by federal sources.

As shown in FIGURE 4.2, capital projects total $287.3 billion in nominal dollars.

Operating and maintenance (O&M) costs total $316 billion, while debt service obligations total $35.6 billion. Transit-related costs comprise the largest share of O&M costs for the region, totaling $173.9 billion.

The financial plan highlights the importance of finding new and pioneering ways to pay for transportation, including an ever-expanding backlog of projects necessary to preserve our existing transportation system. Nationally, we continue to face an insolvency crisis with the Federal Highway Trust Fund (HTF), which is funded by excise taxes on fuel. The federal gas tax remains unchanged since 1993, and fuel tax receipts have declined precipitously as fuel efficiency Note: Numbers may not sum to total due to rounding; Source: SCAG Revenue Model 2020 $638.9
Billion Total
Capital Projects
Debt Service
O&M State Highways
O&M Transit
O&M Passenger Rail
O&M Regionally
Significant Local
Streets & Roads
45%
6%
11%
27%
4%
7%
FIGURE 4.2 FY2021–FY2045 RTP/SCS Expenditures, in Nominal Dollars Note: Numbers may not sum to total due to rounding; Source: SCAG Revenue Model 2020 FIGURE 4.1 FY2021–FY2045 RTP/SCS Revenues, in Nominal Dollars $638.9
Billion Total
6%
Core Local
23% New Revenue
24% Core State
47%
Core Federal
97 Chapter 4 Paying Our Way Forward
has increased. California’s passage of the Road Repair and Accountability Act of 2017 (Senate Bill 1) provides a significant influx of new state revenue through a state gas tax increase and other transportation fees, yet only a fraction of our needs is funded through state sources.

Our region continues to rely heavily on local sources of tax revenue. Eight sales tax measures in the region are the key reason that local sources generate 60 percent of core revenues for transportation improvements. Ventura County is the only county in the SCAG region without a sales tax. Our region’s success in providing local sources of transportation funding also increases our ability to secure federal and state funding that requires local contribution.

It is vital that we find new ways to make transportation funding more sustainable in the long-term, and efforts are underway to explore how we can transition from our current system, based on fuel taxes, to a more direct system of user fees linked to how people travel. User fees can support our infrastructure needs and promote a more balanced transportation system by encouraging residents and visitors to consider their travel choices. User fees can be structured and implemented to advance environmental, economic and equity goals, including reducing congestion and vehicle miles traveled (VMT), while encouraging active transportation and transit ridership.

In our region, numerous policy and technical studies have been conducted on the subject, and more work is planned to examine and demonstrate the viability of user fee systems, including toll networks, mileage-based user fees to replace fuel taxes, and congestion pricing zones that levy fees based on time-of-day and congestion levels. Connect SoCal includes these user fee based financial strategies to support system management, preservation and resilience, and to contribute to the region’s greenhouse gas reduction goals. SCAG further considers the potential equity concerns that accompany pricing policies and assumes mitigation measures such as the establishment of a mobility equity fund to provide resources that can increase access for environmental justice communities.

ECONOMIC OUTLOOK & KEY

FINANCIAL ASSUMPTIONS
SCAG’s financial model reflects historical growth trends and reasonable future expectations for key revenue sources, which are described below. These include:
z Inflation
z Construction cost increases
z Retail sales growth
z Fuel consumption
z Status of the Federal Highway Trust Fund
z Status of the State Highway Account
z Local sales tax measures
z Transit operating and maintenance (O&M) costs
z Multimodal system preservation and maintenance

INFLATION
Inflation can have a profound impact over the long-term time horizon of the Plan. SCAG’s revenue model accounts for historical inflation trends, as measured by the Gross Domestic Product (GDP) Price Deflator.

FIGURE 4.3 shows the trends in inflation by the GDP Price Deflator. Although inflation rates have varied considerably over time, they have generally trended between two and 4 percent. Accordingly, a 2.2 percent inflation rate is used to adjust constant dollar (revenue) forecasts into nominal (or year-of- expenditure) dollars.

CONSTRUCTION COST INCREASES
The rise in construction costs can further erode the purchasing power of transportation revenues. FIGURE 4.4 shows the increase and decline in California highway construction costs since the early 1970s, which is well above general inflation. The financial plan uses a 4.5 percent annual inflation factor to estimate future and nominal (or year-of-expenditure) costs.

Connect SoCal
98 Source: Office of Management and Budget, Budget of the United States Government, Fiscal Year 2019 Budget (FY2019)
FIGURE 4.3 Historical Inflation Trends, Annual Inflation -4%
-2%
0%
2%
4%
6%
8%
10%
12%
1940 1955 1970 1985 2000 2015
Annualized Inflation to 2016
Year-Over-Year Inflation
Source: California Department of Transportation
FIGURE 4.4 Growth in Highway Capital Costs, Index Value

4.5% increase
0 20
40 60
80 100
120
140
160
1960 1970 1980 1990 2000 2010 2020
Source: Congressional Budget Office and Federal Highway Administration FIGURE 4.5 Status of the Federal Highway Trust Fund, $ Billions (150)
(100)
(50)
0 50
100
Revenues, Interest & General Fund Transfers
Outlays
End of Year Balance or Shortfall
202720252023202120192015 20172013201120092007200520032001199919971995199319911989198719851983 Actual Projected
99 Chapter 4 Paying Our Way Forward

RETAIL SALES GROWTH
Changes in personal consumption patterns and overall population are the main contributors to the growth in retail sales. Over the 30-year period from FY1985- 86 to FY2015-16, statewide retail sales grew by 1.5 percent in real terms (when the effects of inflation are eliminated). The financial plan assumes retail sales growth in the SCAG region ranging from -0.1 percent to 3.2 percent in real terms consistent with historical trends.

FUEL CONSUMPTION
Excise taxes on gasoline and diesel fuels are the basis of most federal and state transportation funding sources. Since these taxes are based on cents-per-gallon purchased, they depend on fuel consumption. Though changes in regional vehicle miles traveled will continue to play a role during the Plan period, increases in conventional fuel efficiency and the adoption of alternative fuel vehicles will reduce overall fuel consumption. The financial plan assumes that increases in vehicle fuel efficiency will reduce fuel consumption by 1 percent per year during the Plan period. Recently passed state legislation, Senate Bill 1, increased state fuel tax rates and will index these taxes to inflation in future years using the California Consumer Price Index (CPI). The combination of assumptions about declining fuel consumption and increasing excise tax rates leads to modest growth in the revenue sources funded by state fuel taxes in real terms.

STATUS OF THE FEDERAL HIGHWAY

TRUST FUND
The Federal Highway Trust Fund (HTF) provides federal highway and transit funding from a nationally imposed 18.3 cent-per-gallon gasoline excise tax.

Since 2008, the HTF has failed to meet its obligations and has required the United States Congress to make transfers from the General Fund to keep it solvent. The negative balances shown on FIGURE 4.5 illustrate the projected inability of the HTF to pay its obligations into the highway account.

At the time of the Connect SoCal plan, nearly a decade has passed without substantive Congressional agreement on a long-term solution to provide adequate funding for the HTF and address the present, long-term structural deficiency that exists in funding the HTF. Although the financial plan assumes that Congress will reach agreement on reauthorizing federal spending for transportation programs over the plan horizon, the core revenues available from the HTF are expected to decline due to increasing fuel efficiency and other factors.

STATUS OF THE STATE

HIGHWAY ACCOUNT
The passage of California’s Senate Bill 1 (SB 1) created a significant source of ongoing state transportation funding described in TABLE 4.1. SB 1 increased the gas excise tax from 18 cents per gallon to 47.3 cents per gallon (as of July 1, 2019), and further indexed the gas tax to inflation going forward. Prior to passage of SB 1, the effective state gas excise tax rate of 18 cents per gallon remained unadjusted for more than 20 years. SB 1 additionally instituted per vehicle fees pegged to vehicle value to raise revenue for various transportation system improvements. It also enacted an annual fee on zero-emission vehicles (ZEVs). Most of these fees are indexed to the CPI. However, these fees do not completely address the erosion of purchasing power as construction costs are rising faster than the general inflation rate.

Gas tax revenues remain the primary source of funding for the State Highway Operation and Protection Program (SHOPP), which funds projects to maintain the state highway system. As shown in FIGURE 4.6, previous levels of funding have been considerably less than actual needs. Statewide, the 2018 Ten- Year SHOPP Plan identifies $85.8 billion in statewide needs, while available funding is only $44.9 billion. While SB 1 provides a key down payment, rising construction costs could undermine efforts to bring our highway assets back to a state of good repair.

LOCAL SALES TAX MEASURES
The SCAG region continues to rely heavily on local sales tax measures for the timely delivery of transportation projects. While most counties impose a 0.5 percent sales tax to fund transportation projects, Los Angeles County effectively imposes a permanent 2 percent sales tax (a combination of four 0.5 percent sales taxes—Proposition A, Proposition C, Measure R, and Measure M) as Measure M increases from 0.5 to 1 percent upon the expiration of Measure R.

Connect SoCal
100
Riverside County’s Measure A also expires in 2039. Measure I in San Bernardino County expires in 2040, followed by Orange County’s Measure M in 2041.

Measure D in Imperial County expires in 2050. Ventura County is the only county in the region without a dedicated sales tax for transportation.

TRANSIT OPERATING & MAINTENANCE
COSTS
Future transit O&M costs depend on a variety of factors, such as future revenue-miles of service, labor contracts and the age of rolling stock. Over the last decade, these O&M costs grew by up to 5 percent annually, depending on the transit operator.

For Connect SoCal, transit O&M costs are estimated based upon historical increases. The regional average increase (3.3 percent) is used for most operators. For Los Angeles County, the financial plan relies on detailed forecasts from the county transportation commission. These forecasts are consistent with historical data.

MULTIMODAL SYSTEM PRESERVATION &

MAINTENANCE
TABLE 4.2 summarizes the total system preservation and maintenance needs assumed in Connect SoCal to bring transit, regionally significant local streets and roads, and the State Highway System to a state of good repair.

Fee Description Amount Uses
Gas Tax A per gallon excise tax on
gasoline purchases

47.3 cents,
indexed to the
California CPI
Road Maintenance and
Rehabilitation
Diesel Tax A per gallon excise tax on
diesel purchases

41.75 cents,
indexed to the
California CPI
Trade Corridor
Enhancement

Road Maintenance and
Rehabilitation
Diesel Sales Tax Percentage sales tax on
diesel purchases 5.75% Transit Improvements
Transportation
Improvement
Fee
An annual per-vehicle fee
that varies according to
the vehicle value
$25-$175 per
vehicle, per
year.

Not adjusted
for inflation
Road Maintenance and
Rehabilitation

Congested Corridors
Program

Transit Improvements
Zero Emissions
Vehicle (ZEV)
Registration Fee
An annual per-vehicle fee
on all ZEVs
$100 per year,
indexed to the
California CPI
Road Maintenance and
Rehabilitation
TABLE 4.1 California SB 1 Fees & Funding Programs
Source: California Department of Transportation
FIGURE 4.6 Status of the State Highway Operation & Protection Program (SHOPP), Billions
$0
$1
$2
$3
$4
$5
$6
$7
$8
$9
$10
2004 SHOPP 2006 SHOPP 2008 SHOPP 2010 SHOPP 2012 SHOPP 2014 SHOPP 2016 SHOPP 2018 SHOPP Annual Value of Programmed Projects (Capital Outlay plus Capital Outlay Support) Annual Value of Ten-Year Need (Capital Outlay plus Capital Outlay Support) 101
Chapter 4 Paying Our Way Forward

REVENUE & EXPENDITURE

Montebello City CouncilApril 27, 2022

Montebello City Council
April 27, 2022