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HomeMy WebLinkAbout2020-11-10 - AGENDA REPORTS - MC 19-089 SELF STORAGE FACILITY (2)O Agenda Item: 9 P CITY OF SANTA CLARITA AGENDA REPORT CONSENT CALENDAR CITY MANAGER APPROVAL:1 DATE: November 10, 2020 SUBJECT: SECOND READING OF MASTER CASE 19-089: GENERAL PLAN AMENDMENT 19-001, ZONE CHANGE 19-002, ARCHITECTURAL DESIGN REVIEW PERMIT 19-009, CONDITIONAL USE PERMIT 19-003, DEVELOPMENT REVIEW PERMIT 19-008, AND MINOR USE PERMIT 19-012 (HORNE PARTNERS, LLC, VALLEY CENTER DRIVE SELF -STORAGE FACILITY) DEPARTMENT: Community Development PRESENTER: Ben Jarvis RECOMMENDED ACTION City Council conduct a second reading and adopt an ordinance entitled: "AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF SANTA CLARITA, CALIFORNIA, ADOPTING THE MITIGATED NEGATIVE DECLARATION PREPARED FOR THE PROJECT AND APPROVING MASTER CASE 19-089, CONSISTING OF GENERAL PLAN AMENDMENT 19-001, ZONE CHANGE 19-002, ARCHITECTURAL DESIGN REVIEW PERMIT 19-009, CONDITIONAL USE PERMIT 19-003, DEVELOPMENT REVIEW PERMIT 19-008, AND MINOR USE PERMIT 19-012, FOR THE CONSTRUCTION AND OPERATION OF A 156,060 SQUARE -FOOT SELF -STORAGE FACILITY THAT EXCEEDS 35 FEET IN HEIGHT (57 FEET, 4 INCHES), LOCATED AT THE SOUTHWEST CORNER OF GOLDEN VALLEY ROAD AND VALLEY CENTER DRIVE (ASSESSOR PARCEL NUMBERS 2849- 024-045 AND 2849-024-046), IN THE CITY OF SANTA CLARITA, SUBJECT TO THE ATTACHED CONDITIONS OF APPROVAL (EXHIBIT A)." BACKGROUND On October 27, 2020, the City Council conducted a public hearing for Master Case 19-089, consisting of a General Plan Amendment, Zone Change, Architectural Design Review Permit, Conditional Use Permit, Development Review Permit, and a Minor Use Permit for the construction and operation of a 156,060 square -foot, three-story, self -storage facility located at the southwest corner of Valley Center Drive and Golden Valley Road. The project would have up to 1,200 storage units and would contain 21 parking spaces. After considering the staff report, Page 1 Packet Pg. 52 O staff presentation, applicant's comments, and public comments, the City Council unanimously approved the project, including introducing an ordinance and passing it to a second reading. ALTERNATIVE ACTION Other action as determined by the City Council. FISCAL IMPACT The proposed project would not result in a fiscal impact to the City. ATTACHMENTS Ordinance Initial Study and Mitigated Negative Declaration (available in the City Clerk's Reading File) Plans (available in the City Clerk's Reading File) Page 2 Packet Pg. 53 9.a ORDINANCE NO. 20- AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF SANTA CLARITA, CALIFORNIA, ADOPTING THE MITIGATED NEGATIVE DECLARATION PREPARED FOR THE PROJECT AND APPROVING MASTER CASE 19-089, CONSISTING OF GENERAL PLAN AMENDMENT 19-001, ZONE CHANGE 19-002, ARCHITECTURAL DESIGN REVIEW PERMIT 19-009, CONDITIONAL USE PERMIT 19-003, DEVELOPMENT REVIEW PERMIT 19-008, AND MINOR USE PERMIT 19-012, FOR THE CONSTRUCTION AND OPERATION OF A 156,060 SQUARE -FOOT SELF -STORAGE FACILITY THAT EXCEEDS 35 FEET IN HEIGHT (57 FEET, 4 INCHES), LOCATED AT THE SOUTHWEST CORNER OF GOLDEN VALLEY ROAD AND VALLEY CENTER DRIVE (ASSESSOR PARCEL NUMBERS 2849-024-045 AND 2849-024-046), IN THE CITY OF SANTA CLARITA, SUBJECT TO THE ATTACHED CONDITIONS OF APPROVAL (EXHIBIT A) THE CITY COUNCIL OF THE CITY OF SANTA CLARITA, CALIFORNIA, DOES HEREBY ORDAIN AS FOLLOWS: SECTION 1. FINDINGS OF FACT. The City Council does hereby make the following findings of fact: A. The proposed project was the subject of a One Stop Preliminary Site Plan Review under Master Case 18-241. In the Development Review Committee (DRC) comments dated January 10, 2019, City of Santa Clarita (City) staff stated a self -storage use was not an active land use and the City did not support the General Plan Amendment (GPA) and Zone Change (ZC) that would be necessary to allow for a self -storage use at the Subject Property. The DRC comments were provided to the applicant, Horne Partners, LLC, during the DRC meeting; B. On May 20, 2019, Horne Partners, LLC (hereinafter "Applicant"), submitted an application for Master Case 19-089, consisting of GPA 19-001, ZC 19-002, Architectural Design Review (ADR) 19-009, Conditional Use Permit (CUP) 19-003, Development Review Permit (DR) 19-008, and Minor Use Permit (MUP) 19-012. The property for which this application was filed is located at Assessor Parcel Numbers 2849-024-045 and 2849-024-046 (hereinafter "Subject Property"); C. The Applicant proposes to construct a 156,060 square -foot, three-story self -storage facility with a maximum height of 57 feet, 4 inches, with up to 1,200 storage units. The self -storage facility would also include a business office and 21 parking spaces, 16 of which would be located in a gated loading/access area; D. The current zoning and General Plan designation for the Subject Property is Community Commercial (CC); E. The Subject Property is surrounded on the north by the Santa Clarita River, on the east by the Los Angeles Department of Water and Power electrical transmission and aqueduct corridor, vacant commercial and developed commercial buildings on the south, and developed commercial buildings on the west, across Valley Center Drive adjacent to the Page 1 of 25 Packet Pg. 54 9.a Greenbrier Estates Mobile Home Park; F. Notwithstanding City staff's opposition to the GPA and ZC and other associated entitlements for the proposed project, the City, at the Applicant's request and expense, reviewed the proposed project based on development requirements for the BP zone and analyzed the proposed project under the California Environmental Quality Act (CEQA) and prepared an Initial Study (IS) and Mitigated Negative Declaration (MND) for the proposed project; G. The application was deemed complete on July 24, 2020; H. The documents and other materials which constitute the record of proceedings upon which the decision of the City Council is made is the Master Case 19-089 project file, located within the Community Development Department and in the custody of the Director of Community Development; On August 18, 2020, a duly noticed public hearing was held before the City of Santa Clarita Planning Commission at 6:00 p.m. at City Hall, Council Chambers, 23920 Valencia Boulevard, Santa Clarita; At this public hearing, the Planning Commission considered the staff report, staff presentation, and the staff recommendation for denial. The Planning Commission also considered the applicant's presentation, testimony, and letters of support. After considering the presentations and discussion, the Planning Commission, in a 4-0 vote, directed staff to work with the applicant to revise the building's architecture to reduce the size of the structure and to return to the Planning Commission on September 15, 2020, with a resolution to recommend the City Council approve of the proposed project; K. On September 15, 2020, the duly noticed public hearing was continued and held before the City of Santa Clarita Planning Commission at 6:00 p.m. at City Hall, Council Chambers, 23920 Valencia Boulevard, Santa Clarita; L. At this public hearing, the Planning Commission considered the staff report, staff presentation, applicant's presentation, and public testimony, and in a 5-0 vote, recommended the City Council adopt the Mitigated Negative Declaration prepared for the proposed project and approve Master Case 19-089 and its associated entitlements; and M. On September 28, 2020, the City Council Development Committee met to discuss the proposed project and provided feedback to staff. SECTION 2. CALIFORNIA ENVIRONMENTAL QUALITY ACT FINDINGS. Based upon the foregoing facts and findings, the City Council hereby finds as follows: A. An IS and an MND for the proposed project have been prepared in compliance with CEQA; B. On January 2, 2020, the Fernandeno Tatavium Band of Mission Indians requested consultation under both Assembly Bill 52 and Senate Bill 18. Consultation concluded on April 7, 2020, with Mitigation Measures being included in the MND. Mitigation Page 2 of 25 Packet Pg. 55 9.a Measures have been drafted for the following categories: Biological Resources, Cultural Resources, Geology/Soils, and Tribal Cultural Resources. The IS/MND also includes a Mitigation Monitoring and Reporting Plan; C. The IS and MND were circulated for review and comment by affected governmental agencies and the public, and all comments received, if any, have been considered. The MND was posted and advertised on July 28, 2020, in accordance with CEQA. The public review period was open from July 28, 2020, through August 18, 2020; D. With the adoption of the proposed Mitigation Measures, there is no substantial evidence the proposed project would have a significant effect on the environment; E. The documents and other materials that constitute the record of proceedings upon which the decision of the City Council is based is the Master Case 19-089 project file, located within the Community Development Department and in the custody of the Director of Community Development; and F. Based upon the findings set forth above, the City Council hereby finds the MND for this proposed project has been prepared in compliance with CEQA. SECTION 3. GENERAL FINDINGS FOR MASTER CASE 19-089. Based on the foregoing facts and findings for Master Case 19-089, the City Council hereby determines as follows: A. That the proposal is consistent with the General Plan; The proposed project is consistent with the following objectives and policies of the General Plan: Policy LU 1.1.3: Discourage urban sprawl into rural areas by limiting non- contiguous, "leap frog" development outside ofareas designated for urban use. The proposed project would be located at a major intersection, on land that has already been graded and used for temporary commercial uses in the past. The Subject Property is adjacent to other developed commercial buildings in the vicinity of Valley Center Drive, Golden Valley Road, and Soledad Canyon Road. The Subject Property is designated and zoned for commercial uses and is not located in a rural area, and is contiguous to other commercial properties, both developed and vacant. Therefore, the proposed project is consistent with this policy. Policy LU 4.1.4: Promote economic opportunity for all segments of the community, including small business and new businesses. The proposed project would include storage units of various sizes, serving both residents and businesses. Based on a market study provided by the applicant, the proposed project would help address Page 3 of 25 Packet Pg. 56 9.a the demand for self -storage in the City. Therefore, the proposed project is consistent with this policy. Objective 6.5: Promote high quality development that enhances the urban environment and builds long-term value. Policy LU 6.5.3: Require architectural enhancement and articulation on all sides of buildings (360 degree architecture), with special consideration at building entrances and corners, and along facades adjacent to major arterial streets. The proposed project would construct a new, three-story, self - storage facility at the corner of Valley Center Drive and Golden Valley Road. The building would be 57 feet, 4 inches in height, and designed in a Spanish -mission style consistent with the Community Character and Design Guidelines standards for the Saugus Community. The building includes a clocktower feature situated prominently at the corner of Golden Valley Road and Valley Center Drive, as well as articulation and varied roof lines to break up the massing of the building. Each side of the building has architectural treatments, with special attention given to the elevation along Golden Valley Road. As such, the proposed project is consistent with the objective and policy listed above. Policy 7.3.2: Maintain stormwater runoffonsite by directing drainage into rain gardens, natural landscaped areas, and use of drainage areas as design elements, where feasible and reasonable. The proposed project is consistent with this policy because it includes bioswales, infiltration areas, and would comply with the City's Low Impact Development Ordinance that was adopted to promote stormwater capture and reduce stormwater runoff. B. The proposal is allowed within the applicable underlying zone and complies with all other applicable provisions of the Unified Development Code (UDC); A self -storage use is not allowed in the CC zone; however, the Applicant has submitted a request for a GPA and ZC to re -designate the Subject Property from CC to BP. A self - storage use is permitted in the BP zone, subject to the issuance of a CUP. A CUP is also required for buildings that exceed 35 feet in height, and an MUP is required for the gated parking area. UDC Section 17.66.110, lists the following development standards for self -storage facilities: Self -storage facilities shall be designed and developed in a manner compatible with and complementary to existing and potential development within the immediate vicinity of the project site. Page 4 of 25 Packet Pg. 57 9.a The proposed self -storage facility has been designed in a Spanish -mission style, consistent with the City's architectural standards for the Saugus community. The existing commercial buildings nearby were subject to Los Angeles County standards in 1988, prior to the adoption of the City's Zoning Ordinance and the Community Character and Design Guidelines, and do not include the same level of architectural detail and styling as the proposed project. The self -storage facility would be consistent with future development on adjacent commercial lots because those projects would also be subject to the same architectural standards as the proposed project. 2. Unless otherwise designed to be consistent with another building type, self - storage facilities shall be entirely enclosed by split faced or decorative, solid masonry walls, or other material as approved by the approving authority, at a minimum ofsix (6) feet in height. The proposed project includes an 8-foot tall wall along the southern property line that will screen the loading areas and central motor court from the adjacent commercial properties. The building has been designed to look like a commercial office building and includes varied roof lines and architectural details along the frontage of Valley Center Drive and Golden Valley Road. Building height shall not exceed two (2) stories and/or thirty-five (35) feet, unless it is an architectural feature having no storage capacity. Building height proposed beyond the above requirements is subject to the approval ofa Conditional Use Permit. The Applicant has requested a CUP for building height, and the proposed project has been reviewed for consistency with the architectural standards for the Saugus community. 4. Driveways shall have a minimum width of twenty-six (26) feet for the facility entry and fire lanes, unless additional width is required by the Fire Department. Secondary driveways shall have a minimum width often (10) feet. The proposed proj ect's driveways are consistent with the standards listed above and have been preliminarily approved by the Los Angeles County Fire Department. Buildings shall be designed, located and/or screened so that views of overhead doors and/or interior driveways within such facilities are not readily visible from adjacent roads. The proposed project has been designed so that the loading stalls and much of the parking area is located in a central motor court, surrounded by the building on three sides and an 8-foot wall on the southern property line, thereby substantially screening the loading areas and roll -up doors from public view. Access to the majority of the storage units would be through private entrances and elevators, with the building having the appearance of a commercial office building from Valley Center Drive and Golden Valley Road. Page 5 of 25 Packet Pg. 58 9.a 6. One (1) caretaker's residence shall be permitted, subject to single-family residential development standards. No caretaker's unit is proposed as part of the proposed project. 7. The applicant shall provide before and after photo simulations of the facility. Before and after photo simulations have been provided. Landscaping shall be incorporated into the project to screen the facility from public view to the greatest extent possible. Maintenance of the approved irrigation and landscaping shall be maintained in perpetuity. The building will appear as a commercial office building on the elevations along Valley Center Drive and Golden Valley Road. Landscaping has been incorporated appropriately, and the Applicant will be required to maintain the irrigation and landscaping in perpetuity. The allowable Floor Area Ratio (FAR) for the BP zone is 2.0. As proposed, the proposed project would have an FAR of 1.6, which is consistent with the FAR contemplated for the BP zone. The building also complies with setbacks and landscaping requirements. With the re -designation of the Subject Property to BP, the issuance of a CUP for both the self - storage use and building height, an MUP for the gated parking lot, and approval of an ADR and DR, the proposed project would be consistent the development provisions listed in the UDC. C. The proposal will not endanger, jeopardize, or otherwise constitute a hazard to the public convenience, health, interest, safety, or general welfare, or be materially detrimental or injurious to the improvements, persons, property, or uses in the vicinity and zone in which the property is located; and The proposed project consists of a 156,060 square -foot, three-story tall, self -storage facility that is consistent with the architectural standards for the community of Saugus. The proposed project would not jeopardize or otherwise constitute a hazard to the public health or convenience, health, interest, safety, or general welfare, or be materially detrimental or injurious to the improvements, persons, property, or uses in the vicinity and zone, because the project would be consistent with the types of uses contemplated in the BP zone. The proposed project has been designed in a Spanish -mission style, with particular care given to the elevations along Valley Center Drive and Golden Valley Road. The proposed project would provide self -storage units at a major City crossroads, and would be designed to appear as a commercial office building, rather than a self - storage facility. D. The proposal is physically suitable for the site. The factors related to the proposal's physical suitability for the site shall include, but are not limited to, the following: 1) The design, location, shape, size, and operating characteristics are suitable for the proposed use; Page 6 of 25 Packet Pg. 59 9.a The architectural design is consistent with the Community Character and Design Guidelines for the Saugus community. The self -storage facility would include operating hours and commercial activities that are typical for uses in the BP zone. The building shape would mimic a commercial office building. The building's size, while taller and larger than the existing nearby commercial buildings, is designed to accommodate the raised roadbed along Golden Valley Road. The proposed FAR of 1.6 is consistent with the 2.0 FAR allowed in the BP zone. 2) The highways or streets that provide access to the site are ofsufcient width and are improved as necessary to carry the kind and quantity oftraffic such proposal would generate; Valley Center Drive provides access to the Subject Property from both Golden Valley Road and Soledad Canyon Road. Valley Center Drive has sufficient capacity to carry the traffic anticipated for the proposed project. 3) Public protection services (e.g., Fire protection, Sheriprotection, etc.) are readily available; and Public protection services (Fire protection, Sheriff protection, etc.), are currently available at the Subject Property and will not be affected by the proposed project. 4) The provision of utilities (e.g., potable water, schools, solid waste collection and disposal, storm drainage, wastewater collection, treatment, and disposal, etc.) is adequate to serve the site. The proposed project would not impact utilities, water, schools, solid waste disposal, etc. The site is served by all utilities and the construction of a wireless communication facility would not impact these services. SECTION 4. GENERAL PLAN AMENDMENT FINDINGS FOR MASTER CASE 19- 089. Based on the foregoing facts and findings for Master Case 19-089, the City Council hereby determines as follows: A. The proposed General Plan Amendment meets all of the findings per Section 17.06.030 (Findings and Decision); For the reasons stated in Section 3 above, the proposed GPA meets the findings listed in Section 17.06.130. B. Properties which benefit from increased density or intensity of development resulting from the General Plan Amendment shall fully mitigate their increased sewer impact at the time that development occurs on the properties; The proposed GPA and its associated self -storage project would generate less effluent and waste water than a typical commercial use on the site due to its operating characteristics, fewer employees, and patrons. There is adequate capacity to serve the Subject Property with existing sewer facilities. Page 7 of 25 Packet Pg. 60 9.a C. In addition, the City Council shall make at least one (1) of the following findings: 1. The proposed General Plan Amendment is consistent with other elements of the City's General Plan pursuant to Government Code Section 65300.5; Government Code Section 65300.5 states the "general plan and elements and parts thereof comprise an integrated, internally consistent and compatible statement of policies for the adopting agency." As referenced in Section 3 of this Resolution, the proposed project, including the GPA, is consistent with the Land Use Element of the General Plan. The proposed project would also be consistent with other elements of the General Plan, including the Circulation element as the proposed project would be located on an arterial roadway that was intended to serve commercial uses, the Conservation and Open Space Element since the proposed project would be located on a BP -zoned parcel, and the Safety Element as the proposed project would be designed with fire sprinklers and would be designed to withstand seismic forces. 2. The proposed General Plan Amendment, if applicable, respond to changes in State and/or Federal law pursuant to Government Code Section 65300.9; and The proposed project is not responding to a change in State or Federal law. 3. The proposed General Plan Amendment has been referred to the County ofLos Angeles and any adjacent cities abutting or affected by the proposed action, the Local Agency Formation Commission (LAFCO), and any Federal agency whose operation or lands may be affected by the proposed decision pursuant to Government Code Section 65352. The proposed GPA was not required to be referred to the County of Los Angeles, LAFCO, or any federal agency. The Subject Property is located in the City of Santa Clarita and is surrounded by City territory. The City Council can make the finding for Item 1 listed above. SECTION 5. ZONE CHANGE FINDINGS FOR MASTER CASE 19-089. Based on the foregoing facts and findings for Master Case 19-089, the City Council hereby determines as follows: A. Principles and Standards for Zone Changes. The Council shall approve a Zone Change only after the applicant substantiates all of the following required findings: That modified conditions warrant a revision in the zoning map as it pertains to the area under consideration; 2. That a need for the proposed zone classification exists within such area; The Subject Property was altered in 2005 when Golden Valley Road opened. The reconfiguration of Valley Center Drive changed the characteristics of the Subject Property, limiting access to Valley Center Drive, and creating a barrier on the eastern Page 8 of 25 Packet Pg. 61 9.a property boundary due to the elevated roadbed of Golden Valley Road. In the subsequent years since the adoption of the General Plan in 2011, and the Zoning Ordinance in 2013, these characteristics have hindered development of the Subject Property and warrant a reconsideration of the zoning map. Therefore, the City Council can support this finding. 3. That the particular property under consideration is a proper location for said zone classification within such area: a. That placement of the proposed zone at such location will be in the interest of public health, safety and general welfare, and inconformity with good zoning practice; and As stated in Section 3, the proposed ZC would support a project that is consistent with the General Plan and UDC. The proposed ZC would re -designate the Subject Property from CC to BP, allowing for the construction and operation of a self - storage use. The proposed project is well -suited to the constraints of the Subject Property, including access and its location adjacent to the elevated roadbeds of both Valley Center Drive and Golden Valley Road. The proposed project would generate fewer vehicle trips than an active office or retail use, which would allow for the development of the Subject Property with minimal impact to traffic flows on Valley Center Drive. Furthermore, the Subject Property would be contiguous to other BP -zoned parcels to the west, north, and east. Therefore, the ZC would be in the interest of public health, safety, and would constitute good zoning practice. b. That the proposed change is consistent with the adopted General Plan for the area unless a General Plan Amendment is filed concurrently and approve with said zone change. A GPA has been filed concurrently with the ZC. For the reasons listed above, the City Council can make this finding. SECTION 6. Based upon the staff report, including the materials considered by and the recommendations made by the Planning Commission, the testimony at the public hearing, and the findings as set forth in this Ordinance, the City Council hereby adopts the mitigated negative declaration prepared for the project and approves Master Case 19-089, consisting of General Plan Amendment 19-001, Zone Change 19-002, Architectural Design Review 19-009, Conditional Use Permit 19-003, Development Review Permit 19-008, and Minor Use Permit 19- 012, for the construction and operation of a 156,060 square -foot self -storage facility that exceeds 35 feet in height (57 FEET, 4 INCHES), located at the southwest corner of Golden Valley Road and Valley Center Drive (Assessor Parcel Numbers 2849-024-045 AND 2849-024-046), in the City of Santa Clarita, subject to the attached conditions of approval (EXHIBIT A). Notwithstanding this approval by City Council ordinance, any future modifications to the project shall be subject to the approval process set forth in the Santa Clarita Municipal Code. SECTION 7. If any portion of this ordinance is held to be invalid, that portion shall be stricken and severed, and the remaining portions shall be unaffected and remain in full force and effect. Page 9 of 25 Packet Pg. 62 9.a SECTION 8. This ordinance shall be in full force and effect 30 days from its passage and adoption. SECTION 9. The City Clerk shall certify to the passage of this ordinance and shall cause the same to be published as required by law. PASSED, APPROVED, AND ADOPTED this loth day of November, 2020. MAYOR ATTEST: CITY CLERK DATE: STATE OF CALIFORNIA ) COUNTY OF LOS ANGELES ) ss. CITY OF SANTA CLARITA ) I, Mary Cusick, City Clerk of the City of Santa Clarita, do hereby certify that the foregoing Ordinance 20- was regularly introduced and placed upon its first reading at a regular meeting of the City Council on the 271h day of October 2020. That thereafter, said Ordinance was duly passed and adopted at a regular meeting of the City Council on the 101h day of November 2020, by the following vote, to wit: AYES: COUNCIL,MEMBERS: NOES: COUNCIL,MEMBERS: ABSENT: COUNCIL,MEMBERS: AND I FURTHER CERTIFY that the foregoing is the original of Ordinance No. 20- and was published in The Signal newspaper in accordance with State Law (G.C. 40806). CITY CLERK Page 10 of 25 Packet Pg. 63 9.a EXHIBIT A MASTER CASE 19-089 GENERAL PLAN AMENDMENT 19-001, ZONE CHANGE 19-002, ARCHITECTURAL DESIGN REVIEW PERMIT 19-009, CONDITIONAL USE PERMIT 19-003, DEVELOPMENT REVIEW 19-008, AND MINOR USE PERMIT 19-012 FINAL CONDITIONS OF APPROVAL GENERAL CONDITIONS GC1. The approval of this project shall expire if the approved use is not commenced within two (2) years from the date of this approval, unless it is extended in accordance with the terms and provisions of the City of Santa Clarita's (City) Unified Development Code (UDC). GC2. To the extent the use approved with this project is a different use than previously approved for the property, the prior approval shall be terminated along with any associated vested rights to such use, unless such prior approved use is still in operation, or is still within the initial pre -commencement approval period. Once commenced, any discontinuation of the use approved with this project for a continuous period of one hundred eighty (180) calendar days or more shall terminate the approval of this use along with any associated vested rights to such use. The use shall not be re-established or resumed after the one hundred eighty (180) day period. Discontinuation shall include cessation of a use regardless of intent to resume. GC3. The applicant may file for an extension of the conditionally approved project prior to the date of expiration. If such an extension is requested, it must be filed no later than sixty (60) days prior to expiration. GC4. The applicant shall be responsible for notifying the Director of Community Development in writing of any change in ownership, designation of a new engineer, or change in the status of the developer within thirty (30) days of said change. GCS. Unless otherwise apparent from the context, the term "applicant" shall include the applicant and any other persons, corporation, or other entity making use of this grant. The applicant shall defend, indemnify, and hold harmless the City of Santa Clarita, its agents, officers, and employees from any claim, action, or proceeding against the City or its agents, officers, or employees to attack, set aside, void, or annul the approval of this project by the City, including any related environmental approvals. In the event the City becomes aware of any such claim, action, or proceeding, the City shall promptly notify the applicant. If the City fails to notify the applicant or if the City fails to cooperate fully in the defense, the applicant shall not thereafter be responsible to defend, indemnify, or hold harmless the City. Nothing contained in this condition prohibits the City from participating in the defense of any claim, action, or proceeding, if both of the following occur: 1) the City bears its own attorneys' fees and costs; and 2) the City defends the action in good faith. The applicant shall not be required to pay or perform any settlement unless the settlement is approved by the applicant. Page 11 of 25 Packet Pg. 64 9.a GC6. The property shall be developed and maintained in substantial conformance with the approvals granted by the City. Any modifications shall be subject to further review by the City. GC7. The applicant and property owner shall comply with all inspections requirements as deemed necessary by the City of Santa Clarita. GCB. The owner, at the time of issuance of permits or other grants of approval, agrees to develop the property in accordance with City codes and other appropriate ordinances including, but not limited to, the California Building Code (Building, Mechanical, Plumbing, Electrical, Green Building, and Energy Codes), Fire Code, Unified Development Code (Grading Code and Undergrounding of the Utilities Ordinance), Utilities Code (Sanitary Sewer and Industrial Waste Ordinance), and Highway Permit Ordinance. GC9. This grant shall not be effective for any purpose until the applicant has filed their affidavit (Acceptance Form) with the Director of Community Development stating that they are aware of, and agree to accept, all of the conditions of this grant. GC10. Details shown on the site plan are not necessarily approved. Any details which are inconsistent with the requirements of state or local ordinances, general Conditions of Approval, or City policies, and not modified by this permit, must be specifically approved. GC11. It is hereby declared and made a condition of this permit that if any condition hereof is violated, or if any law, statute, or ordinance is violated, the City may commence proceedings to revoke this approval. PLANNING COMMISSION PC1. The applicant shall be required to keep the clocks/clockfaces in the clocktower in good repair. Should a clock stop working, or should a clockface become damaged, the Applicant shall repair the damaged clock or clockface within 7 days. PC2. Prior to occupancy, the applicant shall provide two operational electric vehicle charging stations, including a station that is accessible to the disabled. PC3. As part of the final Landscape Plan, the applicant shall install additional trees on the eastern side of the property between the building and Golden Valley Road. PLANNING DIVISION PL1. The applicant's request for a General Plan Amendment and Zone Change is approved, and Assessor Parcel Numbers (APNs) 2849-024-045 and 2849-024-046 (Subject Property) are hereby designated Business Park (BP) under the City's General Plan Land Use Map and Zoning Map. The new land use designation will remain in effect until such time the General Plan Land Use Map and Zoning Map are amended by the City Council. PL2. The applicant is approved for the construction and operation of a self -storage facility on a 2.3 acre site located at the southwest corner of Golden Valley Road and Valley Center Page 12 of 25 Packet Pg. 65 9.a Drive. All uses, construction, and operations shall be in accordance with the approved plans on file with the Planning Division that constitute the Master Case 19-089 project file. PL3. Proposed office hours are approved from 9:30 a.m. to 6:00 p.m., daily, and the facility would be open to customers via key card access from 6:00 a.m. to 10:00 p.m., daily. Changes to the proposed hours of operation may be requested in writing, subject to the approval of the Director of Community Development. PL4. Any change to the site plan, building elevations, landscaping, or walkways (color, material, architectural treatments) shall be approved by the Planning Division and may require additional review by the Planning Commission. PL5. The project includes 21 parking spaces. Should future building or site improvements require the removal of any of the approved parking spaces, the applicant shall submit a revised parking study for the review and approval of the Director of Community Development. PL6. Prior to building permit issuance, the applicant shall coordinate with the City of Santa Clarita Technology Services Division regarding installation of infrastructure for fiber optic cable services. The applicant shall contact the Technology Services Manager at 661.286.4086 regarding the City's fiber optic initiative. All applicable development or construction plans shall demonstrate compliance with the "Connected City Infrastructure Program," and all new conduit shall be installed per City specifications to the satisfaction of the City Engineer. Any conduit installed on private property shall be dedicated to the private property owner with an easement to the City, and any conduit installed within the public right-of-way shall be dedicated to the City. PL7. All current and future proposed ground -mounted mechanical equipment shall be screened from surrounding properties. PL8. All roof -mounted equipment shall be architecturally screened from public view with similar colors and materials to the proposed building. All future plans shall include line - of -sight diagrams or other exhibits demonstrating sufficient screening. Prior to occupancy, all screening features shall be subject to the review and approval by the Director of Community Development. Specifically, roof -mounted equipment shall not be visible from Golden Valley Road or Valley Center Drive. PL9. The trash and recycling bins shall be located within the trash enclosure/area as shown on the approved site plan. Any trash, refuse, or debris that accumulates within the parking area, or on the Subject Property, shall be removed within 24 hours. PL10. All freestanding and retaining walls shall be designed to be compatible with the architecture of the building. It shall be the applicant's responsibility to maintain the walls, including all future landscaping in front of the walls, graffiti removal, etc. PLl 1. Prior to installation, the Director of Community Development shall approve all lighting, outdoor furniture, wall materials, and colors. Page 13 of 25 Packet Pg. 66 9.a PL12. The applicant shall be required to install a minimum of one two -bicycle rack parking to the satisfaction of the Director of Community Development. PL13. Prior to occupancy, the employee break areas shall be designed and installed to the satisfaction of the Director of Community Development. PL14. All standard parking stalls shall be a minimum of 9 feet by 18 feet. PL15. Lighting shall complement the building's architectural style and be designed with "full cut-off 'luminaires to focus light downward and to prevent glare and spillover onto adjacent properties. PL16. Construction shall be limited to the hours of 7:00 a.m. to 7:00 p.m., Monday through Friday, and 8:00 a.m. to 6:00 p.m. on Saturdays, unless traffic volumes or public safety issues warrant otherwise (as determined by City, County, or State officials). No construction shall occur on Sundays or holidays. The applicant shall comply with all applicable noise standards including, but not limited to Section 11.44 (Noise Limits) of the City's Municipal Code, for the construction of the proposed building. PL17. The proposed project shall comply with all City codes including, but not limited to, Municipal Code Section 11.44 Noise Limits, and the requirements of the Building & Safety Division, Engineering Division, and other applicable City Divisions or agencies. PL18. Approval for Master Case 19-089 shall neither supersede nor supplant the required approval from other applicable City divisions or government agencies, and shall comply with all applicable laws, ordinances, and regulations, including but not limited to the Americans with Disabilities Act (ADA). PL19. No signage is approved as part of this application. All proposed signage shall be reviewed under separate permit by the Planning Division and shall be in conformance with UDC Section 17.51.080, or an approved sign program. PL20. No landscaping is approved as part of this application. All proposed landscaping shall be reviewed under a separate permit by the Planning Division. LANDSCAPF LR1. Prior to issuance of a Grading Permit, the applicant shall provide final landscape, lighting, and irrigation plans (Landscape Document Package) for Planning Division review and approval. The plan must be prepared by a California -registered landscape architect and shall be designed with the plant palette suitable for Santa Clarita (Sunset Western Garden Book Zone 18, minimum winter night temperatures typically 20' to 30' F; maximum summer high temperatures typically 105' F to 110' F). The landscape design plan shall meet the design criteria of the State Water Efficiency Landscape Ordinance, as well as all other current Municipal Code/UDC requirements. LR2. The applicant shall be aware that additional fees will be required to be paid by the applicant for the review of required landscape and irrigation plans by the City's landscape consultant based on an hourly rate. An invoice will be provided to the applicant at the completion of the review of the plans. The applicant will be required to Page 14 of 25 Packet Pg. 67 9.a pay all associated fees to the City of Santa Clarita prior to the release of the approved landscape and irrigation plans for the project. LR3. Prior to occupancy, the applicant shall install all proposed irrigation and landscaping, including irrigation controllers, staking, mulching, etc., to the satisfaction of the Director of Community Development. The Director may impose inspection fees for more than one landscape installation inspection. LR4. Prior to occupancy, the applicant shall submit to the Director of Community Development a letter from the project landscape architect certifying that all landscape materials and irrigation have been installed and function according to the approved landscape plans. LR5. Required Landscape Plan Elements. Final landscape plans shall contain all elements listed in the checklist for preliminary landscape plans, and shall conform to the Landscaping and Irrigation Standards (§17.51.030) in the UDC. ENGINEERING SERVICES DIVISION EN1. At issuance of permits or other grants of approval, the applicant agrees to develop the property in accordance with City codes and other appropriate ordinances such as the Building Code, Plumbing Code, Grading Code, Highway Permit Ordinance, Mechanical Code, Unified Development Code, Undergrounding of Utilities Ordinance, Sanitary Sewer and Industrial Waste Ordinance, Electrical Code, and Fire Code. EN2. Prior to building final, all new and existing power lines and overhead cables less than 34 KV within or fronting the project site shall be installed underground. Access Requirements EN3. Prior to issuance of Building Permits, the applicant shall record a covenant for easement of all shared driveways and drive aisles, and common landscaping areas, as directed by the City Engineer. Grading and Geology Requirements EN4. Prior to issuance of a Grading Permit, the applicant shall submit a Grading Plan consistent with the approved Plan, Oak Tree Report, and Conditions of Approval. The Grading Plan shall be based on a detailed engineering geotechnical report specifically approved by the geologist and/or soils engineer that addresses all submitted recommendations, including mitigations, for seismic hazards associated with liquefaction. ENS. Prior to issuance of building permits, the applicant shall construct all grading and drainage facilities within the project site, obtain rough grade certifications, and a compaction report approved by the City Engineer. Page 15 of 25 Packet Pg. 68 9.a EN6. If dirt import or export of 1,000 cubic yards or more is anticipated on the project, the following will be applicable: A. Prior to issuance of a Grading Permit for this project, the applicant shall submit a copy of the Grading Permit for the export/receiving site and an exhibit of the proposed haul route. The applicant is responsible to obtain approval from all applicable agencies for the dirt hauling operation. B. The applicant shall comply with the following requirements for the dirt hauling operation: 1. Obtain an encroachment permit for the work. 2. The hours of operation shall be between 8:30 a.m. to 3:30 p.m. 3. Provide non-stop street sweeping service on all City streets along the haul route during all hours of work to the satisfaction of the City Engineer. 4. Provide traffic control and flagging personnel along the haul route to the satisfaction of the City Engineer. C. Prior to issuance of a Grading Permit, the applicant shall pay a Haul Route Pavement Repair Security Cash Deposit (Deposit) of $50,000, which may be increased or decreased based upon an estimated cost to complete the repairs of streets damaged during the dirt hauling operation. The limits and scope of the repairs shall be determined by the City Engineer. In order to receive a refund of the Deposit, the applicant or subsequent property owners shall complete the pavement repairs to the satisfaction of the City Engineer within one year from the completion of the dirt hauling operation. If the pavement repairs are not completed within one year, the City may use the Deposit to complete the repairs. Any funds remaining at the completion of the repairs will be refunded to the applicant. If the Deposit is insufficient to complete the repairs, the City shall seek additional funds from the applicant. D. Prior to building final, the applicant shall repair any pavement damaged by the dirt hauling operation to the satisfaction of the City Engineer. The limits of the road repairs shall be consistent with the approved haul route. Drainage Requirements EN7. Specific drainage requirements for the site will be established at building permit application. Prior to Building Permit, the applicant shall submit a precise Grading Plan Water Quality Requirements EN8. This project will disturb one acre or more of land. Therefore, the applicant must obtain coverage under a statewide General Construction Activities Stormwater Permit (General Permit). In accordance with the General Permit, the applicant shall file with the State a Notice of Intent (NOI) for the proposed project. Prior to issuance of Grading Permit by the City, the applicant shall have approved by the City Engineer a Stormwater Pollution Prevention Plan (SWPPP). The SWPPP shall include a copy of the NOI and shall reference the corresponding Waste Discharge Identification (WDID) number issued by the State upon receipt of the NOI. Page 16 of 25 Packet Pg. 69 9.a EN9. This project is a development planning priority project under the City's NPDES Municipal Stormwater Permit as a development with equal to one acre or greater of disturbed area that adds more than 10,000 square feet of impervious surface area. Prior to issuance of a Grading Permit, the applicant shall have approved by the City Engineer, an Urban Stormwater Mitigation Plan (USMP) that incorporates appropriate post construction Best Management Practices (BMPs), maximizes pervious surfaces, and includes infiltration into the design of the project. Refer to the Low Impact Development ordinance and the County of Los Angeles Low Impact Development manual for details. Street Improvement Requirements EN10. Prior to any construction (including, but not limited to, drive approaches, sidewalks, sewer laterals, curb and gutter, etc.), trenching or grading within public street right-of- way, the applicant shall submit a revised street improvement plan consistent with the approved Plan, oak tree report, and Conditions of Approval, and obtain encroachment permits from the Engineering Services Division. EN11. Prior to street plan revision approval, the applicant shall submit a street tree location plan to the City's Urban Forestry Division for review and approval. The location of the street trees shall not conflict with sewer or storm drain infrastructure. The plan shall include proposed sewer lateral locations and storm drain infrastructure for reference. EN12. Prior to the issuance of a Building Permit, the applicant shall dedicate sidewalk easements sufficient to encompass ADA requirements for sidewalks installed with drive approaches per the current City standard APWA 110-2, Type C, or equivalent. EN13. Prior to building final, the applicant shall construct the following street improvements along the frontage of the project site, as directed by the City Engineer: Table 3: Street Improvements Street Name Inverted Shoulder Curb & Gutter Base & Paving Street Lights Street Trees Sidewalk 5 minimum Landscaped Median Valley Center Drive X EN14. Prior to building final, the applicant shall repair any broken or damaged curb, gutter and sidewalk, and refurbish the half section of pavement on streets within or abutting the project, to the satisfaction of the City Engineer. Sewer Improvement Requirements EN15. The on -site sewer shall be a privately maintained system. Prior to Grading Plan approval the applicant shall submit an "on -site sewer plan." The "on -site sewer plan" shall be designed per the California Plumbing Code and approved by the City's Building and Safety division prior to Grading Plan approval. If compliance with the California Building Code is impractical, the applicant shall prepare a sewer plan for a publicly maintained sewer. The public sewer plan shall be reviewed and approved by the Los Angeles County Department of Public Works (Sewer Maintenance Division), Los Page 17 of 25 Packet Pg. 70 9.a Angeles County Sanitation District, and the City Engineer; and all necessary easements for maintenance of the sewer shall be dedicated to the City of Santa Clarita. EN16. Prior to issuance of Building Permit, the proposed building lateral line shall be connected to the existing sewer main in Valley Center Drive per PC 03-11. Prior to issuance of a Building Permit, the applicant shall coordinate with the Building & Safety Division regarding payment of additional annexation fees, if required, to annex the property into the County Sanitation District. EN17. The applicant shall also obtain a permit from the Los Angeles County Building & Safety Division to install a new saddle by Los Angeles County Sewer Maintenance Division, if the wye does not exist on PC 03-11. TRAFFIC ENGINEERING DIVISION TE1. Adequate sight visibility is required at all driveway -street intersections and shall follow the latest Caltrans manual for applicable requirements. Adequate sight visibility shall be demonstrated on the final map and Grading Plan. This shall be shown on all applicable plans prior to issuance of first Building Permit. TE2. The location, width and depth of all project driveways shall conform to the approved site plan. This shall be shown on all applicable plans prior to issuance of first Building Permit. No additional driveways shall be permitted. TE3. The applicant shall be aware that the site shall be designed to adequately accommodate all vehicles (e.g. automobiles, vans, trucks) that can be expected to access the site. This includes, but is not limited to, adequate maneuvering areas around loading zones and parking spaces, and appropriate turning radii. TE4. Prior to street plan approval, the applicant shall show on the street plan drive approaches using a modified commercial driveway design (APWA 110-2, Type C or equivalent) that will provide a street/drive approach transition with a maximum algebraic grade difference of 10%. Construction details shall be shown on the street plan providing a transition no greater than this maximum. TES. Per the City's UDC (Section 17.53.020), all driveways shall have a minimum stacking distance of 40 feet from the face of curb. This is to be measured from the final curb line (flow line) to the first parking stall or drive aisle. TE6. Prior to issuance of Building Permits, the applicant shall pay the applicable Bridge and Thoroughfare (B&T) District Fee to implement the Circulation Element of the General Plan as a means of mitigating the traffic impact of this project. This project is located in the Eastside B&T District. The current rate for this District is $19,980. The B&T rate is subject to change and is based on the rate at the time of payment. Standard B&T Fee Calculation: Commercial: [the gross acres (2.3)] x [the district rate ($19,980) x 5.0] _ $229,770. Page 18 of 25 Packet Pg. 71 9.a LOS ANGELES COUNTY FIRE DEPARTMENT FDl . Applicant shall show the access roadway is within 15 feet —but not further than 30 feet from the entire exterior wall on at least one side of the building. FD2. Indicate a 32-foot turning radius for each change of direction. FD3. Indicate existing public fire hydrants. FD4. Provide a minimum unobstructed width of 28 feet, exclusive of shoulders, except for approved security gates in accordance with Section 503.6, and an unobstructed vertical clearance "clear to sky" Fire Department vehicular access to within 150 feet of all portions of the exterior walls of the first story of the building, as measured by an approved route around the exterior of the building when the height of the building above the lowest level of the Fire Department vehicular access road is more than 30 feet high, or the building is more than three stories. The access roadway shall be located a minimum of 15 feet and a maximum of 30 feet from the building, and shall be positioned parallel to one entire side of the building. The side of the building on which the aerial fire apparatus access road is positioned shall be approved by the fire code official (Fire Code 503.1.1 & 503.2.2). Cross -hatch the Fire Department vehicle access on the site plan, and clearly show the required width. FD5. Provide a minimum unobstructed width of 26 feet, exclusive of shoulders, except for approved security gates in accordance with Section 503.6, and an unobstructed vertical clearance "clear to sky" Fire Department vehicular access to within 150 feet of all portions of the exterior walls of the first story of the building, as measured by an approved route around the exterior of the building (Fire Code 503.1.1 & 503.2.2). Cross- hatch the Fire Department vehicle access on the site plan, and clearly show the required width. FD6. Fire Department vehicular access roads shall be provided with a 32 foot centerline turning radius. Fire Code 503.2.4. Indicate the centerline, inside and outside turning radii for each change in direction on the site plan. FD7. Spacing of fire hydrants shall not exceed the distances specified in Fire Code C105.2 & C106. Show all existing public and private on -site fire hydrants on the site plan. Include the location of all public fire hydrants within 300 feet of the lot frontage on both sides of the street. Specify size of fire hydrant(s) and dimension(s) to property lines. Additional fire hydrant requirements may be necessary after this information is provided. FD8. The required public fire flow will be established during the architectural review process. FD9. All fire hydrants shall measure 6" x 4" x 2-1/2", brass or bronze, conforming to American Water Works Association Standard C503, or approved equal, and shall be installed in accordance with the County of Los Angeles Fire Department Regulation 8. Provide verbatim note on site plan. FD10. All required PUBLIC fire hydrants shall be installed, tested, and accepted prior to beginning construction (Fire Code 501.4). Provide verbatim note on site plan. Page 19 of 25 Packet Pg. 72 9.a FD11. Provide an approved automatic fire sprinkler system as set forth by Building Code 903 and Fire Code 903. Plans shall be submitted to the Sprinkler Plan Check Unit for review and approval prior to installation. Provide note on site plan. Reason: CALIFORNIA BUILDING CODE AND FIRE CODE Type of fire sprinkler system: 903.3.1.1, 903.3.1.2, 903.3.1.3 FD12. These conditions are preliminary and are subject to change with the submittal of plans. The comments are based on the information provided by the applicant. A complete set of architectural drawings shall be submitted and approved prior to the issuance of a Building Permit. FD13. The required plan check fee shall be $675.00 BUILDING & SAFETY DIVISION Plans and Permits BSI. Construction drawings shall be prepared and submitted to the Building & Safety Division for plan review and Building Permit issuance. Supporting documents, such as structural and energy calculations and geotechnical reports, shall be included with the plan submittal. BS2. Construction drawings submitted for plan review shall show full compliance with all applicable local, county, state and federal requirements and codes. The project shall comply with the building codes in effect at time of Building Permit application. The current state building codes are: the 2019 California Building (CBC), Mechanical (CMC), Plumbing (CPC), and Electrical (CEC) Codes, the 2020 County of Los Angeles Fire Code, 2019 California Energy Code, and the 2019 California Green Building Standards Code (CalGreen). BS3. Construction drawings submitted for plan review shall be complete. Submitted plans shall show all architectural work (including accessibility requirements), structural, mechanical, plumbing, and electrical work that will be part of this project. Civil, landscape, interior design and other plans not related to the building code are not reviewed by the Building & Safety Division. Civil plans may be part of the submittal package to Building & Safety, however will only be used for reference. BS4. Construction drawings shall be prepared by qualified licensed design professionals (California licensed architects and engineers). BS5. The City of Santa Clarita has amended some portions of the California Building Codes. A copy of these amendments is available at the Building & Safety public counter and on our website at: http://www.santa-clarita.com/Home/ShowDocument?id=17773 BS6. Construction drawings may be submitted electronically or by submitting paper plans. In either case an "eService Account" must be created to access our permitting system. Please log on to: www.santa-clarita.com/eservice and create an account by clicking "register for an Account." Page 20 of 25 Packet Pg. 73 9.a BS7. Construction drawings submitted to Building & Safety shall include a complete building code analysis and floor area justification for the proposed building per Chapter 5 and 6 of the California Building Code. The covered loading areas (used for parking and with floor area above) shall be considered part of the building area. BS8. The submitted site plan shall show all parcel/lot lines, easements, fire separation distances, restricted use areas, etc. Any construction proposed in an easement shall obtain the easement holder's written permission or the easement shall be removed. Parcel lines that overlap any proposed buildings shall be removed (lot line adjustment) prior to Building Permit issuance. BS9. For an estimate of the Building Permit fees and the estimated time for plan review, please contact the Building & Safety Division directly at 661.255.4935. BS10. Prior to submitting plans to Building & Safety, please contact a Permit Specialist at 661.255.4935, for project addressing. Clean Air, Electric Vehicle and Bicycle Parking BS11. Clean Air Vehicle parking spaces (including future EV Charging Stations) shall be provided and designated as "CLEAN AIR/VANPOOL/EV." Approximately 8% of the total number of parking spaces provided shall be reserved for clean air vehicles. BS12. Electric Vehicle (EV) Charging Spaces (future EV Charging Stations) shall be provided for new buildings and shall be equipped with the necessary infrastructure for the future installation of EV supply equipment. BS13. Bicycle parking shall be provided based on 5% of the total vehicle parking spaces per the California Green Building Standards Code. Clearances BS14. Prior to issuance of Building Permits, clearances from the following agencies will be required: A. Santa Clarita Planning Division; B. Santa Clarita Engineering Services (soil report review and grading); C. Santa Clarita Environmental Services (Construction & Demolition Plan deposit); D. Los Angeles County Fire Prevention Bureau; E. Los Angeles County Environmental Programs (Industrial Waste); F. Los Angeles County Sanitation District; G. Santa Clarita Valley Water Agency; and H. William S. Hart School District and appropriate elementary school district. An agency referral list with contact information is available at the Building & Safety public counter. Please contact the agencies above to determine if there are any plan review Page 21 of 25 Packet Pg. 74 9.a requirements and/or fees to be paid. Clearances from additional agencies may be required and will be determined during the plan review process. Accessibility BS15. All applicable disabled access requirements of Chapter 11B of the CBC, including site accessibility details and information, shall be shown on the architectural plans versus any civil plans. BS16. Self-service storage facilities shall be accessible per CBC Chapter 11B-225.3. For the first 200 storage units, 5% shall be accessible. For all units over 200, 2% shall be accessible. The accessible storage units shall be dispersed throughout the various types of storage units provided. BS17. At least one of the EV Charging Spaces shall be sized to be van accessible and located on an accessible route to the building entrance(s). The van accessible EV parking space shall be 12-foot wide with a 5-foot side aisle on the passenger side. The side access aisle for the accessible EV space(s) shall not overlap the side aisles required for the regular accessible parking spaces (CBC sections 1113-228.3 and 1113-812). Soil Reports and Grading BS18. A complete soils and geology investigation report will be required. The report shall be formally submitted to the Engineering Division for review and approval. The recommendations of the report shall be followed and incorporated into the construction drawings. A copy of the report shall be submitted to Building & Safety at time of plan submittal. BS19. When the soils/geology report recommends grading and/or recompaction, the following shall be completed prior to issuance of Building Permits: A. A Grading Permit shall be obtained from the Engineering Services Division, and all rough grading and/or re -compaction shall be completed. B. A final compaction report and a Pad Certification shall be submitted to and approved by the Engineering Services Division. Hazard Zones BS20. Indicate in the project data of the plans that this project IS NOT LOCATED in a Fire Hazard Zone, and IS NOT LOCATED in a Flood Hazard Zone (Effective April 2020). Additional Information BS21. These general conditions are based on a review of plans submitted by the applicant. Additional comments and more detailed building code requirements will be listed during the plan review process when a building permit application and plans are submitted to Building & Safety. Page 22 of 25 Packet Pg. 75 9.a ENVIRONMENTAL SERVICES DIVISION ES 1. The trash enclosure, as proposed in revised plans, is sufficient for the size and use of this proj ect. ES2. Prior to Building Permit, all demolition projects regardless of valuation, all commercial construction projects valuated greater than $200,000 or over 1,000 square feet for new construction, all new residential construction projects, and all residential additions and improvements that increase building area, volume, or size must comply with the City's Construction and Demolition Materials (C&D) Recycling Ordinance. ES3. C&D Materials Recycling Ordinance: A. A Construction and Demolition Materials Management Plan (C&DMMP) must be prepared and approved by the Environmental Services Division prior to obtaining any Grading or Building Permits. B. A minimum of 65% of the entire project's inert (dirt, rock, bricks, etc.) waste and 65% of the remaining C&D waste must be recycled or reused rather than disposing in a landfill. C. For renovation or tenant improvement projects and new construction projects, a deposit of 2% of the estimated total project cost or $15,000, whichever is less, is required. For demolition projects, a deposit of 10% of the estimated total project cost or $15,000, whichever is less, is required. The full deposit will be returned to the applicant upon proving that 65% of the inert and remaining C&D waste was recycled or reused. ES4. Per the California Green Building Standards Code, 100% of trees, stumps, rocks, and associated vegetation and soils resulting primarily from land clearing shall be reused or recycled. For a phased project, such material may be stockpiled on site until the storage site is developed. ES5. All projects within the City not self -hauling their waste materials must use one of the City's franchised haulers for temporary and roll -off bin collection services. Please visit GreenSantaClarita.com for a list of approved haulers. SPECIAL DISTRICTS Landscape Maintenance Districts SD1. These parcels are located within Landscape Maintenance District (LMD) Areawide Zone, which was established to fund the construction and maintenance of landscaped medians on major thoroughfares throughout the City of Santa Clarita. Applicant is required to financially contribute to the Areawide Zone in a manner reflective of this LMD zone's assessment methodology. SD2. Parcel (2849-024-046) is located within LMD Zone 15, which was established to fund the construction and maintenance of landscape in the River Village area. Applicant is required to financially contribute to Zone 15 in a manner reflective of this LMD zone's assessment methodology. Page 23 of 25 Packet Pg. 76 9.a SD3. Parcel (2849-024-045) will be required to annex into LMD Zone 15, which was established to fund the construction and maintenance of landscape in the River Village area. Applicant is required to financially contribute to Zone 15 in a manner reflective of this LMD zone's assessment methodology. SD4. Prior to Building Permit submittal, the applicant will meet with Special Districts to discuss beautification of the median on Valley Center Drive along the project frontage. Staff will direct the applicant/developer to incorporate landscape and hardscape improvements that span from Golden Valley Road to terminus of existing median. SD5. The applicant shall be required to install a separate water meter and/or electrical meter/panel for the irrigation for all plant material located within the public right of way to be maintained by the LMD. Urban Forestry SD6. Applicant shall be required to install additional trees within the public right-of-way where tree vacancies exist. Parkway trees shall be approved by the City of Santa Clarita Urban Forestry Division and must meet/exceed the minimum requirements of the California Department of Forestry and Fire Protections "Guideline Specifications Selecting, Planting, and Early Care of Young Trees." SD7. Applicant shall be required to install and maintain irrigation to all trees planted within the public right-of-way. Irrigation to trees shall be bubbler type irrigation only and shall be installed as per City detail sheet. SD8. All trees shall be planted according to the City tree planting and staking detail sheet and/or the American Public Works Association (APWA) standard plans for Public Works construction (Section 5,520-3). SD9. Parkway trees shall be a minimum 24-inch box. SD10. All trees shall be placed a minimum of 5 feet from any underground utilities and walkways, 10 feet from hydrants and driveways, 20 feet from utility poles (including but not limited to light poles, telephone poles, and traffic signals). Spacing of parkway trees shall be compliant with the latest edition of the APWA (American Public Works Association) Standard Plans for Public Works Construction. SDI 1. All tree species are to be determined by Urban Forestry staff. SD12. All tree plantings shall require a pre -site and nursery stock inspection, and a post completion inspection. Trees selected for the public right-of-way shall not have been topped or headed from the nursery. Trees that are diseased, infested, or have girdled root systems will not be accepted and shall be returned to the nursery at no cost to the City. All trees planted within the public right-of-way shall be inspected and approved by a member of the Urban Forestry Division prior to planting. SDI 3. All trees planted within a landscaped parkway that consist of lawn shall have a minimum 36-inch round tree well installed at the base of each tree with 3-inches of natural bark or woodchips. Lineal root barriers shall be installed along the edge of both sidewalk and Page 24 of 25 Packet Pg. 77 9.a curb at a minimum distance of 10 lineal feet. Root barriers shall be a minimum height of 18-inches. Each tree planted shall have an 8-9 inch arbor guard placed at the base of each tree. SD 14. All trees planted within a concrete type tree well shall have root barriers installed at the edge of the concrete to eliminate the possibility of "girdling" the roots of the tree. Each root barrier in this installation shall be 24 inches in height and installed level with the top of the tree's root ball. All concrete tree wells shall be a minimum of 3 feet deep by 4 feet wide. Larger tree wells shall be installed where public rights -of -way allow without compromising ADA accessibility. Such tree wells shall be 4 feet deep by 5 feet wide. SD15. Prior to issuance of Grading Permits the applicant shall have submitted a final landscape plan which identifies shall include a detailed planting legend identifying all proposed street trees, size, species, and number of trees being planted. SD16. Upon completion of the project and prior to issuance of final occupancy/sign-off, the applicant shall provide the Urban Forestry Division with a GPS coordinates and a spread sheet which identifies all parkway trees planted within the public right-of-way. A detailed legend showing the species and number of trees planted and address shall be included on the GPS spread sheet. TRANSIT DIVISION TD1. There is daily fixed -route bus service between the hours of 4:00 a.m. and 11:00 p.m. on Valley Center Drive and Golden Valley Road. TD2. At this time, the Transit Impact Fee does not apply to commercial/industrial developments. This fee is currently under revision. Applicant shall pay the fee in place at the time of Building Permit issuance. Page 25 of 25 Packet Pg. 78 TABLE OF CONTENTS Page A. PROJECT TITLE.............................................................................................1 B. LEAD AGENCY & ADDRESS........................................................................1 C. CONTACT PERSON & PHONE......................................................................1 D. PROJECT LOCATION....................................................................................1 E. PROJECT SPONSOR & ADDRESS...............................................................1 F. GENERAL PLAN DESIGNATION..................................................................2 G. ZONING DESIGNATION.................................................................................2 H. PROJECT DESCRIPTION..............................................................................2 ProjectOverview........................................................................................... 2 Designand Architecture................................................................................ 2 Open Space and Landscpaing....................................................................... 3 Access, Circulation, and Parking................................................................... 3 Lightingand Signs......................................................................................... 4 Infrastucture and Utility Improvements........................................................... 4 Hydrology/Drainage....................................................................................... 4 Fire System Improvements............................................................................ 4 SiteOperation............................................................................................... 4 Sustainability Features.................................................................................. 4 Grading......................................................................................................... 5 Anticipated Construction Schedule................................................................ 5 I. SURROUNDING LAND USES & PROJECT SETTING..................................5 J. REQUIRED AGENCY APPROVAL................................................................ 5 K. HAVE CALIFORNIA NATIVE AMERICAN TRIBES TRADITIONALLY & CULTURALLY AFFILIATED WITH THE PROJECT AREA REQUESTED CONSULTATION............................................................................................ 6 L. ENVIRONMENTAL FACTORS POTENTIALLY AFFECTED .......................39 M. EVALUATION OF ENVIRONMENTAL IMPACTS........................................41 I. Aesthetics....................................................................................................43 II. Agriculture and Forestry Resources............................................................. 48 III. Air Quality.................................................................................................... 50 IV. Biological Resources...................................................................................61 V. Cultural Resources...................................................................................... 67 VI. Energy.........................................................................................................70 VII. Geology and Soils....................................................................................... 77 Vill. Greenhouse Gas Emissions........................................................................ 85 IX. Hazards and Hazrdous Materials................................................................. 91 X. Hydrology and Water Quality....................................................................... 95 XI. Land Use and Planning............................................................................. 104 XII. Mineral Resources..................................................................................... 109 XIII. Noise.........................................................................................................110 XIV. Population and Housing............................................................................. 118 XV. Public Services.......................................................................................... 119 Master Case No. 19-089 Initial Study Page ii City of Santa Clarita, California XVI. Recreation................................................................................................. 123 XVII. Transportation........................................................................................... 124 XVIII. Tribal Cultural Resources.......................................................................... 137 XIX. Utilities and Service Systems..................................................................... 140 XX. Wildfire...................................................................................................... 146 XXI. Mandatory Findings of Significance........................................................... 149 N. MITIGATION MONITORING PROGRAM....................................................153 O. PREPARATION..........................................................................................158 Appendices A. Air Quality/Greenhouse Gas Emissions Memorandum B. Draft Biological Resources Assessment C. Cultural Resources Letter D. Energy Data E. Paleontological Records Search Letter F. Noise and Vibration Memorandum G. VMT Analysis and Transportation Impact Study H. Tribal Cultural Resources Letter List of Figures Figure 1 Regional and Project Vicinity Map................................................................. 7 Figure 2 Aerial Photograph of the Project Site............................................................. 9 Figure3 Site Plan...................................................................................................... 11 Figure4 Ground Floor Plan....................................................................................... 13 Figure 5 Second Floor Plan....................................................................................... 15 Figure 6 Third Floor Plan........................................................................................... 17 Figure7 Roof Plan..................................................................................................... 19 Figure 8 West and South Elevations.......................................................................... 21 Figure 9 East and North Elevations........................................................................... 23 Figure 10 Conceptual Landscape Plan........................................................................25 Figure11 Fire Access Plan.......................................................................................... 27 Figure 12 Views of the Project Site, View 1, 2 and 3.................................................... 29 Figure 13 Views of Surrounding Land Uses View 1, 2 and 3....................................... 31 Figure 14 Views of Surrounding Land Uses, View 4, 5 and 6...................................... 33 Figure 15 Views of Surrounding Land Uses, View 7, 8 and 9...................................... 35 Figure 16 Views of Surrounding Land Uses, View 10, 11, and 12................................ 37 Figure 17 Location of Self Storage Facilities.............................................................. 133 Master Case No. 19-089 Initial Study Page iii City of Santa Clarita, California List of Tables Table 1 SCAQMD Significance Thresholds.............................................................. 52 Table 2 Tentative Project Construction Schedule ..................................................... 54 Table 3 Diesel Construction Equipment Utilized by Construction Phase ................... 54 Table 4 Estimated Construction Emissions............................................................... 56 Table 5 Regional Operational Emissions.................................................................. 57 Table 6 Construction Localized Impacts Analysis ..................................................... 58 Table 7 Operational Localized Analysis.................................................................... 58 Table 8 Summary of Energy Use During Project Construction .................................. 70 Table 9 Summary of Annual Energy Use During Project Operation .......................... 73 Table 10 Regional Construction Emissions................................................................ 88 Table 11 Operational Greenhouse Gas Emissions..................................................... 89 Table 12 Project Consistency with the Applicable Objectives and Policies of the Land Use Element of the General Plan ............................................ 106 Table 13 Construction Noise Levels by Phase......................................................... 112 Table 14 Existing Traffic Noise Levels Without and With Project .............................. 114 Table 15 Future Traffic Noise Levels Without and With Project ................................ 114 Table 16 Summary of Truck Loading/Unloading Activity Noise Levels ..................... 115 Table 17 Summary of HVAC Noise Levels............................................................... 116 Table 18 Vibration Source Amplitudes for Construction Equipment .......................... 117 Table 19 Project Trip Generation.............................................................................. 127 Table 20 Summary of Delay and Levels of Service Weekday AM, PM, and Saturday Mid -day Peak Hours................................................................... 131 Table 21 Project Trip Generation Comparison with VMT Screeing Criteria .............. 135 Table 22 Project Estimated Daily Solid Waste Generation ....................................... 146 INITIAL STUDY City of Santa Clarita California A. PROJECT TITLE: Neighborhood Self -Storage Facility Project (Master Case 19-089) B. LEAD AGENCY & City of Santa Clarita ADDRESS 23920 W. Valencia Boulevard, Suite 302 Santa Clarita, California 91355 C. CONTACT PERSON & Ben Jarvis, Associate Planner; (661) 255-4330 PHONE: D. PROJECT LOCATION: The approximately 98,446 square foot (2.26 acres) Project Site is located on Valley Center Drive, in the City of Santa Clarita, California, 91351 (Project Site). The irregularly shaped Project Site encompasses Assessor Parcel Numbers 2849-024-045 and 2849- 024-046. The Project Site is bounded by Valley Center Drive that curves around the site on the west and north, and meets Golden Valley Road at the northeast corner. Golden Valley Road bounds the site on the east, with vacant land and commercial uses to the south. The Santa Clara River is situated just north of Valley Center Drive and commercial uses and a mobile home park are located west of Valley Center Drive. A power transmission corridor is located east of Golden Valley Road, and industrial uses are located further east. Valley Center Drive provides primary access to the Project Site and intersects with Soledad Canyon Road to the south, providing a connection between Soledad Canyon Road and Golden Valley Road. Regional access is provided by the Antelope Valley Freeway (State Route 14) located approximately 3.5 miles to the south of the site, and the Golden State Freeway (Interstate 5) located approximately 6.4 miles to the west of the site. See Figure 1 — Regional and Project Vicinity Location Map, and Figure 2 — Aerial Photograph of Project Site. E. PROJECT SPONSOR & Horne Partners ADDRESS: 101 Westlake Drive, Suite 148 Box 7 Austin, Texas. 78746 Master Case No. 19-089 Initial Study Page 2 City of Santa Clarita, California F. GENERAL PLAN Community Commercial DESIGNATION: G. ZONING DESIGNATION: CC H. PROJECT DESCRIPTION: The existing Project Site is approximately 2.26 acres of previously graded, undeveloped land. The proposed Neighborhood Self -Storage Facility Project (proposed Project) would construct a three-story, 156,060 square - foot self -storage facility. The U-shaped structure would include up to 1,200 individual storage units ranging in Project Overview size from 5'x5' to 10'x35', with most units being accessed from internal, secure, corridors and lobbies. Access to 18 exterior storage units would be provided on the ground floor of the storage facility primarily facing the interior area of the U-shaped building. Access to the storage units is provided via three separate covered loading bays accessed from a larger vehicular courtyard. Approximately 134,548 square feet of development is devoted to the actual storage units, with the balance devoted to the customer service office, utility spaces, stairs and elevators, lobbies, and access corridors. A customer service office is located near the site entrance. The proposed approximately 156,060 square -foot storage building would be a maximum of 57 feet, 4 inches tall to the top of the clock tower from the finished floor and would result in a floor -to -area ratio (FAR) of approximately 1.59. Design and Architecture The building is designed in a U-shape with a Spanish - mission style exterior. The fagade includes some architectural treatments of this style with arched windows, a portico, clock tower, shutters and red concrete tile roof. The exterior would include materials that support the design with Portland cement plaster and reinforced masonry units providing a brick appearance. The color palette for the structure consists of shades of white and beige with cedar red for the roll - up doors, gutters and shutters. The proposed building would be three -stories with a maximum height of 57 feet 4 inches (top of the clock tower element). The massing of the structure is broken by windows of various size, setbacks, undulating heights and architectural elements such as, towers, varying roof styles (e.g., pitch, flat, skirt, and pyramid) to reduce the overall mass. To further create visual interest, the fagade is intermixed with the described Master Case No. 19-089 Initial Study Page 3 City of Santa Clarita, California materials above with arches, portico, shutters, brick, as well as varying colors of the proposed palette. See Figures 3 through 9 for the floor plans, roof plan, and elevations of the proposed Project. Open Space and Landscaping As shown in Figure 10 — Conceptual Landscape Plan, landscaping proposed as part of the Project would consist of new ornamental trees, groundcover, and shrubbery along Valley Center Drive, Golden Valley Road and the southern boundary of the Project Site. Overall, the Project would include approximately 22,830 square feet of landscape coverage. The Project landscaping would specifically include the following variety of trees: London Plane 11 36 inch Chitalpa 8 24 inch Crape Myrtle 13 24 inch Fruitless Olive 3 48 inch The mature height of these trees would assist in softening the massing of the structure. Access, Circulation, and Parking Pedestrian access to the Project Site would be provided from the sidewalk located on Valley Center Drive, which connects to sidewalks located on Soledad Canyon Road and Golden Valley Road. Vehicular access to the Project Site would be provided via one driveway on the east side of Valley Center Drive, south of the property frontage at the adjacent parcel. The proposed Valley Center Drive driveway will provide direct access to the surface parking area and customer service office located at the southwest corner of the site. An automatic gate will control access to the parking areas which serve the storage units. The entry area and internal parking areas are designed to facilitate access by the Fire Department and other emergency personnel. The Valley Center Drive driveway will be constructed to City of Santa Clarita design standards and will allow right -in ingress and both right and left -out egress. Site access would accommodate both automobiles and large trucks, including semi -trucks, though it is anticipated semi - truck use would be rare. The proposed Project would provide a total of 21 parking spaces (two disabled accessible spaces, four customer service spaces, 11 spaces for loading areas, and four delivery van spaces) and one EV charging station would be provided. In addition, the Project would provide bicycle parking for two bicycles via Master Case No. 19-089 Initial Study Page 4 City of Santa Clarita, California decorative bike racks located in front of the customer service office. Lighting and Signage New Project signage would be used for building identification, wayfinding, and security markings. Exterior lights would be wall- or ground -mounted and shielded from adjacent land uses. Building security lighting would be used at all entry/exits and would remain on from dusk to dawn but would be designed to prevent light trespass onto adjacent properties. Project lighting and signage for the storage facility would be in conformance with the City of Santa Clarita Municipal Code. Infrastructure and Utility As part of the Project, a new sanitary sewer line would Improvements be installed and connected to adjacent sewer lines. The Project Site would also include the installation of a new water line near the entrance to the property. Hydrology/Drainage The Project proposes bioswales to the south of the Project Site and along Valley Center Drive. Bioswales are linear channels designed to concentrate and convey stormwater runoff while removing debris and pollution. The bioswale design has not been finalized but will be vegetated, mulched, and/or xeriscaped. Fire System Improvements The project will be fire sprinklered and may require additional fire hydrants as required by the Los Angeles County Fire Department (LACFD). The site plan has been reviewed by LACFD and will require department approval prior to the issuance of a building permit. Fire access is provided via the adjacent streets as well as the parking area located in the central portion of the Project Site as shown in Figure 11, Fire Access Plan. Site Operation Business hours for the Neighborhood Self -Storage Facility operations would are proposed from 6:00 AM to 10:00 PM, seven days a week. The customer service office will be open from 9:30 AM to 6:00 PM, seven days a week. Customers will have key card access to the building after the office closes. Building security lighting would be used at all entry/exits and would remain on from dusk to dawn but would be designed to prevent light trespass onto adjacent properties. Sustainability Features The Project would be compliant with the California Green Building Standards/Title 24 requirements, and would include, but not be limited to, the following features: • Energy -efficient elevator; • Low -flow faucets and toilets • Energy -efficient mechanical systems; Master Case No. 19-089 Initial Study Page 5 City of Santa Clarita, California • Energy -efficient glazing and window frames; and • Energy -efficient lighting with interior occupancy controlled lighting sensors Grading The Project proposes grading of the entire site. The Project would require approximately 6,956 CY of cut, approximately 1,453 CY of fill, and an export of 5,503 CY. No soil import is proposed. Anticipated Construction Construction activities would include grading and Schedule building construction. Grading activities are anticipated to start in summer of 2021, with construction completion and occupancy anticipated to occur by December of 2022. I. SURROUNDING LAND The Project Site is located within an area of the City USES & PROJECT that consists of vacant, undeveloped land mixed with SETTING: mostly commercial and some residential development. The irregularly shaped Project Site is comprised of two parcels that are currently vacant, graded, and undeveloped. The Project Site is bordered by Valley Center Drive to the north and west, vacant land to the south, and Golden Valley Road to the east. See Figure 12 — Views of Project Site. Land uses in the Project Site vicinity are characterized as residential and commercial land uses. As shown in Figure 13 — Views of Surrounding Land Uses, land to the north of the Project Site across Valley Center Drive is vacant and is adjacent to the Santa Clara River. As shown in Figure 14 —Views of Surrounding Land Uses, a Los Angeles Department of Water and Power (DWP) electrical transmission corridor is located directly east of Golden Valley Road, with industrial uses located further east. As shown in Figure 15 — Views of Surrounding Land Uses, land immediately to the south of the Project Site is vacant. A surface parking lot is located further south that serves two, one- story commercial structures containing a gymnastic studio, gyms, a paint store, and a home goods store. As shown in Figure 16 — Views of Surrounding Land Uses, a parking lot and two, one-story commercial structures are located across Valley Center Drive. The buildings contain gyms, a music academy, and medical offices. The commercial center shares its rear property line with the Greenbrier Mobile Estates mobile home park. J. Required Agency Approvals The City is the lead agency for the Project under the California Environmental Quality Act (CEQA). The City, therefore, has the primary authority over the Project's discretionary approvals. Permits and approvals Master Case No. 19-089 Initial Study Page 6 City of Santa Clarita, California K. HAVE CALIFORNIA NATIVE AMERICAN TRIBES TRADITIONALLY & CULTURALLY AFFILIATED WITH THE PROJECT AREA REQUESTED CONSULTATION (PURSUANT TO PUBLIC RESOURCES CODE SECTION 21080.3.1? IF SO, IS THERE A PLAN FOR CONSULTATION THAT INCLUDES, FOR EXAMPLE, THE DETERMINATION OF SIGNIFICANCE OF IMPACTS TO TRIBAL CULTURAL RESOURCES, PROCEDURES REGADING CONFIDENTIALITY) anticipated to be required for Project implementation include, but are not necessarily limited to: • General Plan Amendment (GPA) and Zone Change (ZC): A GPA and ZC are required to change the General Plan land use and zoning designation of the Project Site from Community Commercial (CC) to Business Park (BP); • Architectural Design Review (ADR): All new projects require an ADR permit to ensure they comply with the City's architectural standards; • Conditional Use Permit (CUP): Assuming the project's GPA and ZC are approved, a CUP is required for a self -storage facility in the BP zone. A CUP is also required as the proposed building height exceeds 35'; • Development Review (DR): A DR Permit is required for all new projects in the City; • Minor Use Permit (MUP): An MUP is required for the gating of a commercial property, a shared parking agreement or parking reduction (if proposed); and • Initial Study and a Negative Declaration/Mitigated Negative Declaration (IS/ND/MND): An Initial Study is required that is anticipated to identify an ND or an MIND as the appropriate document for the Development of the Project under the California Environmental Quality Act (CEQA). No other agency approvals are anticipated to be required for Project implementation Yes consultation has been initiated by the City of Santa Clarita. On January 2, 2020, the Fernandeno Tataviam Band of Mission Indians (FTBMI) requested consultation on the project. Consultation formally concluded on April 7, 2020. Due to the Project's location near the Santa Clara River, FTBMI requested three mitigation measures that have been included in this Initial Study (refer to Section XVIII). Master Case No. 19-089 Initial Study Page 8 City of Santa Clarita, California This page left intentionally blank. i q j / i m ,Y 1 ,� %. .! 4 u+ %1 / Y „✓ ,I,;,; � �7µµ h gg f iihdw U�;�... p,� q�ueh f , � ,, ,r, Sri/,r; � �, �', ,�f n, '", , / ' �r %i � ` ,/ /„a.. � ,� //�l ymr�laal,�/i�/%/�i! 5�r�� r�"r� i�; "'�i �lyr'ry'+ ;a�;'. „i„ ,a r 11,,,� x�l➢Ny�J�r�f�N�r�p,";y NIIY 1➢ily� N���. 1 ' f�� � t �1N, '- r ' !r yl /r'r/ �lir `;� ,�/� J �` la;,;.� � ;;,,,y� @ fy r �''' Y ��r� ,, , oy✓���i„ „' �,,v .*Iw%�, f;%fi ✓� )VN), r "a.'.' �, vY ,, r����,✓ i ��, r / l� �/i�� i ... %�% lam„ � � �r�,," ,,,�l�o, /f i„N; (HBY. Master Case No. 19-089 Initial Study Page 10 City of Santa Clarita, California This page left intentionally blank. Master Case No. 19-089 Initial Study Page 12 City of Santa Clarita, California This page left intentionally blank. Master Case No. 19-089 Initial Study Page 14 City of Santa Clarita, California This page left intentionally blank. Master Case No. 19-089 Initial Study Page 16 City of Santa Clarita, California This page left intentionally blank. Master Case No. 19-089 Initial Study Page 18 City of Santa Clarita, California This page left intentionally blank. Master Case No. 19-089 Initial Study Page 20 City of Santa Clarita, California This page left intentionally blank. Master Case No. 19-089 Initial Study Page 22 City of Santa Clarita, California This page left intentionally blank. Master Case No. 19-089 Initial Study Page 24 City of Santa Clarita, California This page left intentionally blank. Master Case No. 19-089 Initial Study Page 26 City of Santa Clarita, California This page left intentionally blank. Master Case No. 19-089 Initial Study Page 28 City of Santa Clarita, California This page left intentionally blank. Master Case No. 19-089 Initial Study Page 30 City of Santa Clarita, California This page left intentionally blank. Master Case No. 19-089 Initial Study Page 32 City of Santa Clarita, California This page left intentionally blank. View 4: View to the east of the Golden Valley Road. View 6: View of the industrial warehouses on the eastern side of Golden Valley Road. Source: EcoTierra and GoogleEarth, February 2020. View 5: View to the west of the vacant land on the eastern side of Golden Valley Road. 11 PROJECT SITE PHOTO LOCATION MAP Master Case No. 19-089 Initial Study Page 34 City of Santa Clarita, California This page left intentionally blank. Master Case No. 19-089 Initial Study Page 36 City of Santa Clarita, California This page left intentionally blank. Master Case No. 19-089 Initial Study Page 38 City of Santa Clarita, California This page left intentionally blank. Master Case No. 19-089 Initial Study Page 39 City of Santa Clarita, California L. ENVIRONMENTAL FACTORS POTENTIALLY AFFECTED: The Project would not affect any environmental factors resulting in a Potentially Significant Impact. A summary of the environmental factors that would result in a Less Than Significant Impact With Mitigation include: ❑ Aesthetics ® Biological Resources ® Geology / Soils ❑ Agriculture & Forestry ® Cultural Resources ❑ Greenhouse Gas Emissions ❑ Hydrology / Water Quality ❑ Land Use / Planning ❑ Noise ❑ Population / Housing ❑ Recreation ❑ Utilities / Service Systems ❑ Transportation ❑ Wildfire ❑ Air Quality ❑ Energy ❑ Hazards & Hazardous Materials ❑ Mineral Resources ❑ Public Services ® Tribal Cultural Resources ❑ Mandatory Findings of Significance DETERMINATION. (To be completed by lead agency) Based on this initial evaluation: ❑ I find that the proposed Project COULD NOT have a significant effect on the environment, and a NEGATIVE DECLARATION will be prepared. ® I find that although the proposed Project could have a significant effect on the environment, there will not be a significant effect in this case because the mitigation measures described herein have been included in this project. A MITIGATED NEGATIVE DECLARATION will be prepared. ❑ I find that the proposed Project MAY have a significant effect on the environment, and an ENVIRONMENTAL IMPACT REPORT is required. ❑ I find that the proposed Project MAY have a "potentially significant impact" or "potentially significant unless mitigated" impact on the environment, but at least one effect 1) has been adequately analyzed in an earlier document pursuant to applicable legal standards, and 2) has been addressed by mitigation measures based on the earlier analysis as described on attached sheets. An ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only the effects that remain to be addressed. ❑ I find that although the proposed Project could have a significant effect on the environment, because all potentially significant effects (a) have been analyzed adequately in an earlier EIR or NEGATIVE DECLARATION pursuant to applicable standards, and (b) have been avoided or mitigated pursuant to that earlier EIR or NEGATIVE DECLARATION, including revisions or mitigation measures that are imposed upon the proposed Project, nothing further is required. G3 Qa—�- Beis„ ssociate Planner Patrick Leclair, Senior Planner Master Case No. 19-089 Initial Study Page 40 City of Santa Clarita, California This page left intentionally blank. Master Case No. 19-089 Initial Study Page 41 City of Santa Clarita, California M. EVALUATION OF ENVIRONMENTAL IMPACTS 1. A brief explanation is required for all answers except "No Impact" answers that are adequately supported by the information sources a lead agency cites in the parentheses following each question. A "No Impact" answer is adequately supported if the referenced information sources show that the impact simply does not apply to projects like the one involved (e.g., the project falls outside a fault rupture zone). A "No Impact" answer should be explained where it is based on project -specific factors as well as general standards (e.g., the project will not expose sensitive receptors to pollutants, based on a project -specific screening analysis). 2. All answers must take account of the whole action involved, including off -site as well as on -site, cumulative as well as project -level, indirect as well as direct, and construction as well as operational impacts. 3. Once the lead agency has determined that a particular physical impact may occur, then the checklist answers must indicate whether the impact is potentially significant, less than significant with mitigation, or less than significant. "Potentially Significant Impact" is appropriate if there is substantial evidence that an effect may be significant. If there are one or more "Potentially Significant Impact" entries when the determination is made, an EIR is required. 4. "Negative Declaration: Less Than Significant With Mitigation Incorporated" applies where the incorporation of mitigation measures has reduced an effect from "Potentially Significant Impact" to a "Less Than Significant Impact." The lead agency must describe the mitigation measures, and briefly explain how they reduce the effect to a less than significant level (mitigation measures from "Earlier Analyses," as described in (5) below, may be cross-referenced). 5. Earlier analyses may be used where, pursuant to the tiering, program EIR, or other CEQA process, an effect has been adequately analyzed in an earlier EIR or negative declaration. Section 15063(c)(3)(D). In this case, a brief discussion should identify the following: a) Earlier Analysis Used. Identify and state where they are available for review. b) Impacts Adequately Addressed. Identify which effects from the above checklist were within the scope of and adequately analyzed in an earlier document pursuant to applicable legal standards, and state whether such effects were addressed by mitigation measures based on the earlier analysis. c) Mitigation Measures. For effects that are "Less than Significant with Mitigation Measures Incorporated," describe the mitigation measures which were incorporated or refined from the earlier document and the extent to which they address site -specific conditions for the project. 6. Lead agencies are encouraged to incorporate into the checklist references to information sources for potential impacts (e.g., general plans, zoning ordinances). Reference to a previously prepared or outside document should, where appropriate, include a reference to the page or pages where the statement is substantiated. 7. Supporting Information Sources: A source list should be attached, and other sources used or individuals contacted should be cited in the discussion. 8. This is only a suggested form, and lead agencies are free to use different formats; however, lead agencies should normally address the questions from this checklist that are relevant to a project's environmental effects in whatever format is selected. 9. The explanation of each issue should identify: a) the significance criteria or threshold, if any, used to evaluate each question; and b) the mitigation measure identified, if any, to reduce the impact to less than significance. Master Case No. 19-089 Initial Study Page 42 City of Santa Clarita, California This page left intentionally blank. Master Case No. 19-089 Initial Study Page 43 City of Santa Clarita, California ''_ r F o 2 a C F orn V'- Erna« r �°' o I. AESTHETICS. Would the project. a. Have a substantial adverse effect on a scenic vista? ❑ ❑ ® ❑ b. Substantially damage scenic resources, including, but not limited to, trees, rock outcroppings, and historic buildings ❑ ❑ ❑ within a state scenic highway? c. In non -urbanized area, substantially degrade the existing visual character or quality of public views of the site and its surroundings? (Public views are those that are experienced ❑ ❑ ® ❑ from publicly accessible vantage point). If the project is in an urbanized area, would the project conflict with applicable zoning and other regulations governing scenic quality? d. Create a new source of substantial light or glare which would ❑ ❑ ® ❑ adversely affect day or nighttime views in the area? a) Have a substantial adverse effect on a scenic vista? Less Than Significant Impact. The Santa Clarita Valley is bounded by the San Gabriel Mountains to the south and east, the Santa Susanna Mountains to the southwest, and the Angeles National Forest to the north. The view shed surrounding the Project Site is characterized by flat areas and distant, gently rolling hills that range in elevation. Adjacent parcels consist mostly of commercial and some residential development. Undeveloped lands within the floodplain of the Santa Clara River are located to the north of the Project Site, beyond Valley Center Drive and Golden Valley Road. The Project Site is currently a vacant and disturbed lot, is generally flat, and does not support any resources possessing scenic value. In addition, the Project Site is not located within a Hillside Area. The City's General Plan generally considers scenic resources in the City to include mountains and canyons, woodlands, rivers and streams located in canyon bottoms, the Santa Clara River, and Vasquez Rocks County Park.' Of the multiple visual open space resources identified by the City of Santa Clarita General Plan Conservation and Open Space Element, the closest scenic resource to the Project Site is the Santa Clara River. The Santa Clara River Trail, a paved multi -use trail, extends along the northern side of the Santa Clara River approximately % mile north of the Project Site. Public views from the trail include the riverbed and distant hillsides and mountains. Due to the distance, the Project Site is only minimally visible from the trail and the Project would not directly obstruct existing public views of the Santa Clara River or scenic mountains for trail users. Therefore, the Project would not have a substantial adverse effect on a scenic 1 City of Santa Clarita General Plan Conservation and Open Space Element, and Exhibit CO-7, Scenic Resources, Page CO-55, June 2011, accessed March 9, 2020. Master Case No. 19-089 Initial Study Page 44 City of Santa Clarita, California vista and impacts would be less than significant, and no mitigation measures would be required. b) Substantially damage scenic resources, including, but not limited to, trees, rock outcroppings, and historic buildings, or other locally recognized desirable aesthetic natural features within a state scenic highway? No Impact. The Project Site is not situated within a State scenic highway. Currently, there are no officially designated State scenic highways within the City of Santa Clarita. The nearest officially designated State scenic highway is State Route 2, located approximately 31 miles southeast of the Project Site.2 There are two eligible State scenic highways within the City of Santa Clarita: Interstate 5 from Interstate 210 near Tunnel Station to State Route 126 near Castaic, and State Route 126 from State Route 150 near Santa Paula to Interstate 5 near Castaic. Neither of these eligible routes is near the Project Site. Accordingly, no impacts to scenic resources within a State scenic highway would occur as a result of the Project and no mitigation measures would be required. c) In non -urbanized areas, substantially degrade the existing visual character or quality of public views of the site and its surroundings? (Public views are those that are experienced from publicly accessible vantage point). If the project is in an urbanized area, would the project conflict with applicable zoning and other regulations governing scenic quality? Less Than Significant Impact. The Project Site is located in an urbanized area in the City of Santa Clarita. The 2.26-acre Project Site has been previously graded and is undeveloped. Surrounding development includes commercial uses to the immediate south and west, with commercial uses located farther south and a mobile home park located farther west. Vacant lands are located on the eastern side of Golden Valley Road, with commercial and light industrial uses adjacent to those vacant lands. Public views into the site are predominately available from Valley Center Drive and Golden Valley Road. The Project Site is only minimally visible to trail users from the Santa Clara River Trail, which is over % mile to the north. The Project Site is distant and not visible from other open space and park areas to the north along Golden Valley Road. The Project would alter the Site from an undeveloped parcel to a three-story, 156,060 square - foot self -storage facility with a maximum height of 57 feet, 4 inches to the top of the roof from the finished floor, with a floor -to -area ratio (FAR) of approximately 1.59. General Plan and Zoning Consistency The Santa Clarita General Plan and Municipal Code establishes the Project Site as Community Commercial (CC). The CC designation and zone is intended for business providing retail and service uses that primarily serve the local market. Representative uses include restaurants, clothing stores, hardware and auto parts stores, grocery markets, pharmacies, banks and financial services, specialty retail, theaters and nightclubs, day care centers, and medical services. These areas are typically located along arterial streets or at 2 California Department of Transportation, Scenic Highway Mapping System, Los Angeles County Map, accessed March 2020. Master Case No. 19-089 Initial Study Page 45 City of Santa Clarita, California the intersections of high traffic corridors. Multiple -family dwellings (including live/work units) may be permitted in this zone. As part of the development of the Project, the Project is requesting a General Plan Amendment (GPA) and Zone Change (ZC) to amend the General Plan land use and zoning designation of the Project Site from Community Commercial (CC) to Business Park (BP). The BP designation provides for mixed employment districts in areas accessible to transportation and visible from freeways and major arterials and is intended to promote the development of master -planned environments with a high quality of design and construction. Per the General Plan, operations and storage activities in this zone are to be confined to enclosed buildings or otherwise screened from public view. Additionally, development should provide enhanced landscaping. Development standards in the Zoning Code that are applicable to visual resources include FAR and maximum building height. The storage facility would be enclosed in a large U-shape building with a Spanish -mission style design consistent with the Community Character and Design Guidelines (CCDG or Guidelines) for the City of Santa Clarita. The Project would include approximately 22,830 square feet of landscaping, including the installation of landscaping and trees along all edges of the site. Therefore, the Project would be consistent with General Plan policies governing development in BP designated areas. The Project proposes a FAR of 1.59, which is under the maximum allowed FAR of 2.0 for the BP zone. The Project would be three -stories with a maximum height of 57 feet, 4 inches and would require a Conditional Use Permit (CUP) for exceeding 35 feet in height. However, the Project would incorporate setbacks and breaks in the building's articulation to reduce the overall sense of mass and sizing. The Project is not located adjacent to any residential uses or other uses that would be shaded by the additional building height. Therefore, although the building height exceeds the 35-foot threshold, the incorporation of setbacks and breaks would reduce the impact of the additional height and this impact would be less than significant. The additional height would allow for screening of roof -top equipment which would lessen the project's visual impact. With the approval of the GPA/ZC and associated entitlements, the project would be consistent with the General Plan and Unified Development Code, and would not have any significant impact to the environment. View and Viewsheds The Project Site is located in a neighborhood developed primarily with commercial, light industrial, and some residential development. Public views of the Project Site are available from Valley Center Drive and Golden Valley Road, and from the surrounding area. Project implementation would alter the visual character of the Project Site due to the development of a three-story, 156,060 square -foot self -storage facility. As a result, the self -storage facility would be visible to passing motorists, as the viewer travels along Valley Center Drive and Golden Valley Road. As stated previously, the Project would not be visible to trail users of the Santa Clara River Trail. The City's intent is to limit the visibility and/or adequately design self - storage facilities along major and secondary highways to appear as a structure, or use, anticipated for the surround land uses (UDC Section 17.66.110). If the GPA/ZC and Master Case No. 19-089 Initial Study Page 46 City of Santa Clarita, California associated entitlements are approved, the project design would be consistent with an office/commercial use that would be anticipated in the CC zone. The visual character and quality of the proposed Project would be similar to the features found in the adjacent commercial community to the south, west, and east. Since a majority of the developed site features would be set below the elevation of Valley Center Drive and Golden Valley Road, the Project would not block public scenic views of distant mountains. The Project's character would be compatible with the character of nearby existing commercial uses. Based on the analysis above, the Project would not substantially degrade the existing visual character or quality of the Project Site or surrounding vicinity. Other Regulations Governing Scenic Quality The Santa Clarita Guidelines includes provisions related to development of industrial and business parks. The Guidelines address site planning and design, building design, utilitarian aspects, and signage. The Project would include controlled site access, visitor parking, and landscaping. The Project would include signage for the storage facility, which could be illuminated and would be subject to the City's Sign Code. In accordance with the City's Sign Code and the Community Character & Design Guidelines, the Project would not include electronic reader board signage, or signs with flashing, mechanical, or strobe lights. The building is designed in a Spanish -mission style consistent with the CCDG for the City of Santa Clarita. The fagade includes architectural treatments with arches, porticos, towers, shutters and red tile roof. Exterior materials support this design with cement plaster (smooth stucco), bricks and color palette of white, beige and red. In compliance with City's Community Character and Design Guidelines for BP, the structure provides a variation of building forms and planes with setbacks, undulating heights, windows of various sizes and altering building color. The resulting design provides the appearance of a cluster of buildings rather than a single edifice. The Project would follow all lighting and trash and recycling enclosure design requirements. The Project would be developed with design features similar to the surrounding buildings. Therefore, the Project would contribute to community's image identity. Based on the above, the Project would not conflict with applicable zoning and other regulations governing scenic quality. No other scenic quality regulations, such as specific plans, are applicable to the Project Site. Accordingly, impacts related to scenic quality would be less than significant and no mitigation measures would be required. d) Create a new source of substantial light or glare which would adversely affect day or nighttime views in the area? Less Than Significant Impact. Construction Construction would include security lighting and/or potentially focused lighting for evening construction activities. Security lighting may include perimeter and entry lighting. The Santa Clarita Municipal Code limits construction hours for projects within 300 feet of residential uses to 7:00 AM to 6:00 PM Monday through Friday, and 8:00 AM to 6:00 PM on Saturday. The Master Case No. 19-089 Initial Study Page 47 City of Santa Clarita, California Project Site is located within 300 feet of residences in the Greenbrier Estates Mobile Home Park. Therefore, the construction time constraints listed above would apply to the Project. Evening construction lighting would include floodlights focused on the work area that would be shielded to focus the light on -site and preclude light trespass onto nearby properties. The principal effect of nighttime construction lighting would be to temporarily increase the overall ambient glow emanating from the Project Site. The subject property is located between two arterial streets that have street lights. Adjacent commercial properties also have parking lot lights. While there may be temporary impacts to ambient glow, construction lighting would be focused on the project site for building and security purposes, and would not be substantially different from the street lights and parking lot lights that already exist in the area. As such, Project construction lighting would not be expected to result in substantial changes to existing artificial light conditions or interfere with off -site activities. Therefore, impacts would be less than significant related to construction lighting. Operation The Project is located in a well -lit area of the City where there are moderate levels of ambient nighttime lighting, including street lighting, vehicle headlights, architectural and security lighting, and indoor building illumination (light emanating from structures which passes through windows), all of which are common to densely populated areas. Valley Center Drive is a major thoroughfare with four lanes of traffic plus a median. Golden Valley Road is a major thoroughfare with six lanes of traffic plus a median. Golden Valley Road and Valley Center Drive are lit using city standard streetlights. The Project Site is located within an urban environment, thus, light emanating from any one source contributes to the overall lighting impacts rather than being solely responsible for lighting impacts on a particular use. The commercial uses to the south and west also provide nighttime security lighting on their buildings and in their parking lots. As land uses surrounding the Project Site are already lit from existing development in the area, any additional amount of new light sources must be noticeably visible to light-sensitive uses to have any notable effect. The Project would increase lighting effects compared to the existing uses on the Project Site. There are several sensitive use residential receptors near the Project Site that could be susceptible to light impacts created by the Project. The light-sensitive uses in the vicinity include the Greenbrier Mobile Home Park to the west of the Project Site, across Valley Center Drive. New Project signage would be used for building identification, wayfinding, and security markings. Exterior lights would be wall- or ground -mounted and shielded away from adjacent land uses. Building security lighting would likely be used at all entry/exits and would remain on from dusk to dawn. In keeping with City design and development standards, these lighting fixtures would be designed to prevent light trespass onto adjacent properties. The Project would not include electronic reader board signage or signs with flashing, mechanical, or strobe lights. Project lighting sources would be similar to those already utilized by the surrounding buildings and commercial properties. Although additional lighting sources associated with the Project could add to the ambient glow of the Project Site and its immediately vicinity, the area Master Case No. 19-089 Initial Study Page 48 City of Santa Clarita, California along Valley Center Drive is already characterized by moderate ambient light levels consistent with an urban environment. As the Project Site is currently undeveloped, the amount of light emanating from the Project would represent an increase over current light levels. However, the Project would comply with the City of Santa Clarita Municipal Code and the CCDG. Given the Project's compliance with the City's development standards, exterior lighting on the Project Site would not illuminate adjacent properties nor represent a substantial change in the lighting environment of the surrounding area. As such, Project lighting would not result in substantial changes to existing artificial light conditions and would not interfere with off -site activities. Therefore, impacts related to Project interior and exterior light sources would be less than significant and no mitigation measures would be required. Glare Exterior building materials would use cement plaster, a non -reflective material, with a palette of beige and white colors that would minimize the transmission of glare from the building. Windows would be included as design treatments, but there would be no solid walls of glass or shiny surface elements, such as metal or mirror glass. As such, the Project would not include features that incorporate substantial amounts of reflective building materials in areas that are highly visible to off -site glare -sensitive uses. Project conformance with applicable local building design regulations, and the City's CCDG, would ensure that the potential for the Project to generate substantial glare impacts would be reduced to less than significant, and no mitigation measures would be required. 1 N= m o rn a a cn m y C D7 a min r. yC E rn a min a E o z II. AGRICULTURE & FORESTRY RESOURCES. In determining whether impacts to agricultural resources are significant environmental effects, lead agencies may refer to the California Agricultural Land Evaluation and Site Assessment Model (1997) prepared by the California Dept. of Conservation as an optional model to use in assessing impacts on agriculture and farmland. In determining whether impacts to forest resources, including timberland, are significant environmental effects, lead agencies may refer to information compiled by the California Department of Forestry and Fire Protection regarding the state's inventory of forest land, including the Forest and Range Assessment Project and the Forest Legacy Assessment project; and forest carbon measurement methodology provided in Forest Protocols adopted by the California Air Resources Board. Would the project: Master Case No. 19-089 Initial Study Page 49 City of Santa Clarita, California 1 r m r. a N= m o rn a a cn y C D7 a min yC E rn a min E o z a. Convert Prime Farmland, Unique Farmland, Farmland of Statewide Importance (Farmland), as shown on the maps prepared pursuant to the Farmland Mapping and Monitoring ❑ ❑ ❑ Program of the California Resources Agency, to non- agricultural use? b. Conflict with existing zoning for agricultural use, or a ❑ ❑ ❑ Williamson Act Contract? c. Conflict with existing zoning for, or cause rezoning of, forest land (as defined in Public Resources Code section 12220(g)), timberland (as defined by Public Resources Code Section ❑ ❑ ❑ 4526), or timberland zoned Timberland Production (as defined by Government Code section 51104 d. Result in the loss of forest land or conversion of forest land to ❑ ❑ ❑ non -forest use? e. Involve other changes in the existing environment which, due to their location or nature, could result in conversion of ❑ ❑ ❑ Farmland, to non-agricultural use or conversion of forest land to non -forest use? a) Convert Prime Farmland, Unique Farmland, orFarmland ofStatewide Importance (Farmland), as shown on the maps prepared pursuant to the Farmland Mapping and Monitoring Program of the California Resources Agency, to non-agricultural use? No Impact. The Project Site is not in an area of Prime Farmland, Farmland of Local Potential, or Grazing Land as identified by the California Department of Conservation's (2016) California Important Farmland Finder. The State of California's Farmland Mapping and Monitoring Program identified the land as "Urban and Built-up Land" Which is described as land that is "occupied by structures with a building density of at least 1 unit to 1.5 unit acres, or approximately 6 structures to a 10-acre parcel.3 Common examples include residential, commercial, institutional facilities, cemeteries, airports, golf course, sanitary landfills, sewage treatment and water control structures. Thus, the Project would have no impact to Prime Farmland, Unique Farmland, or Farmland of Statewide importance. Therefore, no impact would occur, and no mitigation is required. d) Conflict with existing zoning for agricultural use, or a Williamson Act contract? No Impact. Santa Clarita does not have agricultural preserve areas. Further, there is no Williamson Act contract land in the city. No land in Santa Clarita is zoned exclusively for agricultural use. Therefore, the Project would not conflict with zoning for agricultural use or Williamson Act contracts and impacts would be less than significant and no mitigation is required. 3 State of California Department of Conservation, Division of Land Resource Protection, Farmland Mapping and Monitoring Program, Los Angeles County Important Farmland 2016 Map, published July 2017, website: ftp://ftp.consrv.ca.govlpubldlrplFMMPlpdfl2016llosl6.pdf, accessed: February 2020. Master Case No. 19-089 Initial Study Page 50 City of Santa Clarita, California e) Conflict with existing zoning for, or cause rezoning of, forest land (as defined in Public Resources Code section 12220(g)), timberland (as defined by Public Resources Code Section 4526), or timberland zoned Timberland Production (as defined by Government Code section 51104(g))? No Impact. The Project Site has a General Plan land use designation of Community Commercial and is zoned Community Commercial (CC). The Project Site is not located in an area zoned as Open Space- National Forest (OS-NF). There are no lands zoned forest land, timberland, or Timberland Production at or in the vicinity of the Project Site. Thus, implementation of the Project would not conflict with the existing zoning for, or cause rezoning of forestland, timberland zoned as Timberland Production. Therefore, no impact would occur and no mitigation measure is required. t) Result in the loss of forest land or conversion of forest land to non -forest use? No Impact. As stated above, the Project Site has a General Plan land use designation of Community Commercial and is zoned Community Commercial (CC) and is not located within an area zoned as Open Space -National Forest (OS-NF). The Project Site vegetation consists of nonnative grassland with patches of mixed herbaceous ruderal/invasive species and bare ground in several areas. The Project Site is currently vacant and disturbed and does not contain any forestland. Therefore, implementation of the Project would not result in the loss of forestland or conversion of forestland to non -forest use. Thus, no impact would occur, and no mitigation measure is required. e) Involve other changes in the existing environment which, due to theirlocation or nature, could result in conversion of Farmland, to non-agricultural use or conversion of forest land to non - forest use? No Impact. There are currently no agricultural operations being conducted on the Project Site, and the site is not zoned for agricultural uses. In addition, no forestland is located on the Project Site or in the vicinity. No farmland or forestland would be converted to other uses under the Project and no impact would occur and no mitigation is required. 1 r �! m r= a y = o rnE a cn C M rna.+ min 0 10 rnE min E o z III. AIR QUALITY. Would the project: a. Conflict with or obstruct implementation of the applicable air ❑ ❑ ® ❑ quality plan? b. Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non -attainment ❑ ❑ ® ❑ under an applicable federal or state ambient air quality standard? c. Expose sensitive receptors to substantial pollutant ❑ ❑ ® ❑ concentrations? d. Result in other emissions (such as those leading to odors) ❑ ❑ ® ❑ adversely affecting a substantial number of people? The following information utilized in this section of the Initial Study is based on the Air Quality and Greenhouse Gas Analysis — Proposed Storage Facility in Santa Clarita Project (Air Quality Report) prepared for the Project by LSA, September 10, 2019, and Revisions to Air Quality and Master Case No. 19-089 Initial Study Page 51 City of Santa Clarita, California Greenhouse Gas Analysis, Memorandum, July 8, 2020, which is hereby incorporated by reference. The Air Quality/Greenhouse Gas Emissions Memorandum is provided as Appendix A to this IS/MND. a) Conflict with or obstruct implementation of the applicable air quality plan? Less Than Significant Impact. The Air Quality Management Plan (AQMP) is based on regional growth projections developed by the Southern California Association of Governments (SCAG). The proposed Project is an industrial development occupying 2.26 acres of land and encompassing 156,060 square feet and would therefore be defined as a not regionally significant project under State CEQA Guidelines Section 15206 and does not meet SCAG's Intergovernmental Review criteria. Pursuant to the methodology provided in Chapter 12 of the 1993 Southern California Air Quality Management District (SCAQMD) CEQA Air Quality Handbook, consistency with the Basin 2016 AQMP is affirmed when a project (1) does not increase the frequency or severity of an air quality standards violation or cause a new violation and (2) is consistent with the growth assumptions in the AQMP. Consistency review is presented as follows: The Project with mitigation measures would result in short-term construction pollutant emissions and operational pollutant emissions that are all less than the CEQA significance emissions thresholds established by SCAQMD. Therefore, the Project would not result in an increase in the frequency or severity of an air quality standards violation and would not cause a new air quality standard violation. 2. The CEQA Air Quality Handbook indicates that consistency with AQMP growth assumptions must be analyzed for new or amended General Plan elements, Specific Plans, and significant projects. Significant projects include airports, electrical generating facilities, petroleum and gas refineries, designation of oil drilling districts, water ports, solid waste disposal sites, and offshore drilling facilities; therefore, the proposed Project is not defined as significant. With respect to the first criterion, as discussed under Threshold b) (see below) criteria pollutants during construction and operation of the proposed Project would not have the potential to cause or affect a violation of the ambient air quality standards. Because the proposed Project would not introduce any substantial stationary sources of emissions, CO is the preferred benchmark pollutant for assessing local area pollutant impacts from post - construction motor vehicle operations. No intersections would require a CO hot spot analysis and impacts would be less than significant. Therefore, the proposed Project would not increase the frequency or severity of an existing CO violation or cause or contribute to new CO violations. With respect to the second criterion for determining consistency with AQMP Growth assumptions, the projections in the AQMP for achieving air quality goals are based on assumptions in SCAG's 2016 RTP/SCS regarding population, housing, and growth trends. According to the 2016 RTP/SCS, regional growth forecasts were developed in coordination with local jurisdictions using the most recent land use plans, land use polices, and planning assumptions. The Traffic Impact Study (Appendix G) concluded that trip generation for the Master Case No. 19-089 Initial Study Page 52 City of Santa Clarita, California proposed Project would be substantially lower than other potential land uses at the Project Site (i.e., fast-food restaurant, grocery store, or pharmacy), which would fall under the existing zoning designation of Community Commercial according to the Land Use Element of the City's General Plan. Because the Project would generate fewer vehicle trips than other potential uses that fall under the existing zoning, the Project's trip generation would be no greater than the forecast for the Project Site. Therefore, the proposed Project would be consistent with the projections in the AQMP. The impact of the Project would be less than significant, and no mitigation measures would be required. b) Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non -attainment under an applicable federal or state ambient air quality standard? Less Than Significant Impact. Air pollutant emissions associated with the Project would occur over the short term from construction activities (e.g., fugitive dust from site preparation and grading) and emissions from equipment exhaust. Long-term regional emissions associated with the Project would result from vehicular trips and energy consumption (e.g., electricity usage) by the proposed land uses. The SCAQMD has established daily emissions thresholds for construction and operation of a proposed Project in the Basin as shown in Table 1, SCAQMD Significance Thresholds. The emissions thresholds were established based on the attainment status of the Basin with regard to air quality standards for specific criteria pollutants. Because the concentration standards were set at a level that protects public health with an adequate margin of safety (EPA), these emissions thresholds are regarded as conservative and would overstate an individual project's contribution to health risks. Regional Thresholds for Construction and Operational Emissions The City utilizes the SCAQMD CEQA Air Quality Handbook to identify potentially significant impacts on air quality. For the purposes of this analysis, an impact is considered significant if a project: 1. Generates total emissions (direct and indirect) in excess of the thresholds given in Table 1; 2. Generates a violation of any ambient air quality standard when added to the local background; 3. Does not conform with the applicable attainment or maintenance plan(s); or 4. Exposes sensitive receptors to substantial pollutant concentrations, including those resulting in a cancer risk greater than or equal to ten in a million, and/or a health index (non -cancerous) greater than or equal to one. Table 1 SCAQMD Significance Thresholds Air Pollutant Construction. Phase Operational Phase VOCs 75 lbs/day 55 Ibs/da CO 550 lbs/day 550 Ibs/da NOx 100 lbs/day 55 Ibs/da Sox 150 lbs/day 150 Ibs/da PM 10 150 lbs/day 150 Ibs/da Master Case No. 19-089 Initial Study Page 53 City of Santa Clarita, California Table 1 J t.r��acww 01gi111 I1.a111.0 1 IIICa1HJHAa PM2.5 55 lbs/day 55 Ibs/da CO = carbon monoxide Ibs = pounds NOx = nitrogen oxides PM2.5 = particulate matter less than 2.5 microns in size PM10 = particulate matter less than 10 microns in size VOCs = volatile organic compounds SCAQMD = South Coast Air Quality Management District SOx = sulfur oxides Source: SCAQMD 2016 Projects in the Basin with operational emissions that exceed any of these emission thresholds are considered to be significant under SCAQMD guidelines. These thresholds, which apply throughout the Basin and were developed by the SCAQMD, apply as both project and cumulative thresholds. If a project exceeds these standards, it is considered to have a project -specific and cumulative impact. Construction Impacts Equipment Exhaust and Related Construction Activities Construction activities produce combustion emissions from various sources (e.g., site preparation, grading, utility engines, tenant improvements, and motor vehicles transporting the construction crew). Exhaust emissions from construction activities envisioned on site would vary daily as construction activity levels change. The use of construction equipment on site would result in localized exhaust emissions. Air pollutant emission sources during project construction would include: • Exhaust and particulate emissions generated from construction equipment; • Fugitive dust from soil disturbance during site preparation, grading, and excavation activities; and • Volatile compounds that evaporate during site paving and painting of the structures. The purpose of this air quality analysis is to review reasonably foreseeable worst -case, air quality impacts due to construction and occupancy of the Project and develop programmatic mitigation measures to address impacts. The analysis using the preliminary construction planning allows for a project -level analysis and mitigation associated with construction activities. For purposes of this air quality analysis, it is assumed that construction would happen in phases. Each individual phase of project development would include the following construction activities: • Site preparation; • Grading; • Building construction; Master Case No. 19-089 Initial Study Page 54 City of Santa Clarita, California • Paving and surface improvement; and • Architectural coating (painting). The application of paving and architectural coating starts right after building construction and is assumed to continue throughout the construction process. The construction analysis includes estimating the construction equipment that would be used during each construction activity, the hours of use for that construction equipment, the quantities of earth and debris to be moved, and on -road vehicle trips (worker, soils hauling, and vendor trips). Preliminary grading plans anticipate a total of approximately 5,503 cy of soil would be exported off site. CaIEEMod modeling and defaults are assumed for the construction activities, off -road equipment, on -road construction fleet mix and trip lengths. The model assumed that approximately 688 truck trips will complete the exportation of 5,503 cy soil during the earthwork and grading period. Table 2, Tentative Project Construction Schedule, lists the tentative project construction schedule for the proposed Project based on a probable start date in early 2021 and a planned opening by the end of 2022. CaIEEMod modeling used an opening year of 2021. Table 3, Diesel Construction Equipment Utilized by Construction Phase, lists the potential construction equipment to be used during Project construction under each Project phase. Table 2 Tentative Proiect Construction Schedule Phase Number Phase Name Number of Days 1 Site Preparation 3 2 Grading 6 3 Building Construction 220 4 Paving 10 5 Architectural Coating 16 Source: Estimated by LSA from the site plan (assuming a 2022 opening year) (July202O). Table 3 Diesel Construction Eauipment Utilized by Construction Phase Construction Phase Off -Road Equipment Type Off -Road Equipment Unit Amount Hours Used Per as Horsepower Load Factor Site Graders 1 8 187 0.41 Preparation Scrapers 1 8 367 0.48 Tractors/Loaders/Backhoes 1 7 97 0.37 Grading Graders 1 8 187 0.41 Rubber -Tired Dozers 1 8 247 0.40 Tractors/Loaders/Backhoes 2 7 97 0.37 Building Cranes 1 8 231 0.29 Construction Forklifts 2 7 89 0.20 Generator Sets 1 8 84 0.74 Tractors/Loaders/Backhoes 1 6 97 0.37 Welders 3 8 46 0.45 Cement and Mortar Mixers 1 8 9 0.56 Paving Pavers 1 8 130 0.42 Paving Equipment 1 8 132 0.36 Master Case No. 19-089 Initial Study Page 55 City of Santa Clarita, California Table 3 Diesel Construction Eauipment Utilized by Construction Phase Off -Road Hours Construction Off -Road Equipment Type Equipment Used Horsepower Load Phase Unit Per Factor Amount as Rollers 2 8 80 0.38 Tractors/Loaders/Backhoes 1 8 97 0.37 Architectural Air Compressors 1 6 78 0.48 Coating Source: LSA Jul 20202. The construction calculations prepared for the Project assumed that dust control measures (watering a minimum of two times daily) would be employed to reduce emissions of fugitive dust during site grading. Further, all construction would need to comply with SCAQMD Rule 403 regarding the emission of fugitive dust. The most recent version of CaIEEMod (Version 2016.3.2) was used to calculate the construction emissions in Table 4, Estimated Construction Emissions. The emissions rates shown in Table 4 are from the CaIEEMod output tables listed as "Mitigated Construction," even though the only measures that have been applied to the analysis are the required construction emissions control measures, or standard conditions. CaIEEMod emission modeling output files for construction are provided in Appendix A. No exceedances of any criteria pollutants are expected; therefore, no significant impacts would occur for project construction. Standard measures are discussed in the CaIEEMod output included in Air Quality/Greenhouse Gas Emissions Memorandum (see Appendix A). Details of the emission factors and other assumptions are also included in Appendix A. Fugitive Dust Fugitive dust emissions are generally associated with land clearing and exposure of soils to the air and wind, as well as cut -and -fill grading operations. Dust generated during construction varies substantially on a project -by -project basis, depending on the level of activity, the specific operations, and weather conditions at the time of construction. The proposed Project would be required to comply with SCAQMD Rule 403 to control fugitive dust. Architectural Coatings Architectural coatings contain Volatile Organic Compounds (VOCs) that are part of the 03 precursors. Based on the proposed Project, it is estimated that application of the architectural coatings for the proposed peak construction day would result in a peak of 46.80 pounds per day (Ibs/day) of VOC. Therefore, VOC emissions from architectural coating application would not exceed the SCAQMD VOC threshold of 75 Ibs/day. Master Case No. 19-089 Initial Study Page 56 City of Santa Clarita, California Table 4 Estimated Construction Emissions Total Re Tonal Pollutant. Emissions Construction VOC NOX CO SOx Fugitive Exhaust Fugitive Exhaust Phase Pmto PM to PM 2.5 PM 2,5 Site 1.58 18.31 11.07 0.03 0.81 0.70 0.10 0.65 Preparation Grading 285 51.38 17.78 0.11 5.11 1.01 2.10 0.94 Building 2.57 19.61 18.93 0.04 1.19 0.83 0.32 0.80 Construction Paving 1.30 10.70 12.38 0.02 0.17 0.58 0.04 0.54 Architectural 46.80 1.58 2.50 0.00 0.19 0.10 0.05 0.10 Coating Peak Daily 46.80 51.38 18.93 0.11 6.12 6.12 3.04 3.04 SCAQMD 75.00 100.00 550.00 150.00 150.00 150.00 55.00 55.00 Thresholds Significant No No No No No No No No Emissions? CO = carbon monoxide lbs/day = pounds per day NOx = nitrogen oxides PM2.5 = particulate matter less than 2.5 microns in size PM10 = particulate matter less than 10 microns in size SCAQMD = South Coast Air Quality Management District SOx = sulfur oxides VOC = volatile organic compounds Source: LSA July 2020 Naturally Occurring Asbestos The proposed Project is located in Los Angeles County, which is among the counties found to have serpentine and ultramafic rock in their soils. However, according to the California Geological Survey, no such rock has been identified in the Project vicinity. Therefore, the potential risk for naturally occurring asbestos during project construction is less than significant. Construction Emissions Conclusions As discussed previously, daily regional construction emissions would not exceed the daily thresholds and the air quality standards of the CO, NO2, PM,o, and PM2.5 pollutant emission thresholds established by the SCAQMD. Therefore, impacts would be less than significant and no additional mitigation is required for the construction equipment. Operational Air Quality Impacts Long-term air pollutant emission impacts are those associated with stationary sources and mobile sources involving project -related changes. The proposed Project would result in net increases in both stationary- and mobile -source emissions. The stationary -source emissions would come from many sources, including the use of consumer products, landscaping equipment, general energy use, and solid waste. Master Case No. 19-089 Initial Study Page 57 City of Santa Clarita, California Based on the Transportation Impact Study (Appendix G), the proposed Project would generate approximately 238 trips per day on weekdays and 308 trips per day on Saturdays. The Project's average daily trips were entered in the CaIEEMod. The Saturday trip rate was also used for Sunday. Area sources include architectural coatings, consumer products, and landscaping. Energy sources include natural gas consumption for heating. CaIEEMod results for the Project are shown in Table 5, Regional Operational Emissions, which demonstrates that none of the criteria pollutants would exceed SCAQMD emission thresholds. Therefore, Project -related long-term air quality impacts would be less than significant and no mitigation measures would be required. Table 5 Regional Operational Emissions Pollutant Emissions, Ibs/da Source voC N©;t CO SO* PM10 PM 2.5 Area 3.34 <0.01 0.02 0 <0.01 <0.01 Energy <0.01 0.03 0.03 <0.01 <0.01 <0.01 Mobile 0.66 3.13 9.19 0.03 2.83 0.77 Total Project 3.96 3.17 9.24 0.03 2.83 0.77 Emissions SCAQMD 55.00 55.00 550.00 150.00 150.00 55.00 Thresholds Significant? No No No No No No CO = carbon monoxide; lbs/day = pounds per day, NOx = nitrogen oxides PM2.5 = particulate matter less than 2.5 microns in size PM10 = particulate matter less than 10 microns in size SCAQMD = South Coast Air Quality Management District SOx = sulfur oxides VOC = volatile organic compounds Source: LSA July 2020 c) Expose sensitive receptors to substantial pollutant concentrations? Less Than Significant Impact. The closest sensitive receptors to the Project Site are the existing mobile homes to the west of the Project Site across Valley Center Drive. Table 5 identifies the emissions thresholds for local pollutants with receptors at a distance of 230 feet (70.1 meters) for a 2.26- acre site. Construction Source Emission LST Analysis Local pollutant concentrations are initially addressed using the SCAQMD Localized Significance Thresholds (LSTs) look -up table methodology. The Project Site is 2.26 acres. Thresholds for the Project Site were interpolated from the 2-acre and 5-acre thresholds from the SCAQMD's LST look -up tables. The closet sensitive receptors to the Project Site are the existing Greenbrier mobile homes to the west of the Project Site across Valley Center Drive. Table 6, Construction Localized Impacts Analysis, identifies the emissions thresholds for local pollutants, which demonstrates that none of the criteria pollutants would exceed SCAQMD's LST thresholds. Therefore, Project related to construction localized impacts would be less than significant and no mitigation measures would be required. Master Case No. 19-089 Initial Study Page 58 City of Santa Clarita, California Table 6 Construction Localized Impacts Analvsis Emission NO;t (Ibs/day) CO (lbs/dad PMio (Ibs/dad P 5 (lbs/dad Sources Maximum On -Site 20 15 3.9 2.4 Emissions LST Thresholds 171 1,552 25.9 6.9 — 2.26-acre site Significant No No No No Emissions? Note: Source Receptor Area — Santa Clarita Valley, 2.26 acres, receptors at 230 ft (70.1 meters). CO = carbon monoxide LST = local significance threshold NOx = nitrogen oxides PM2.5 = particulate matter less than 2.5 microns in size PM10 = particulate matter less than 10 microns in size Source: LSA, July 2020 Localized Impacts Analysis CaIEEMod was used to calculate localized NO2, CO, PM,o, and PM2.5 pollutant concentrations for operational activities. Table 7, Operational Localized Analysis, shows the modeled emissions for the proposed operational activities compared with the appropriate LSTs. By design, the localized impacts analysis only includes on -site sources; however, the CaIEEMod outputs do not separate on -site and off -site emissions for mobile sources. Motor vehicle emissions are estimated based on the average trip length for residential land uses. The average trip length used in the CaIEEMod does not break down the portion of the motor vehicle emissions generated on site. For a worst -case scenario vehicle emission assessment of the mobile source, the emissions shown in Table 7 include all on -site Project -related area sources and 5 percent of the Project -related new mobile sources, which is an estimate of the amount of Project related new vehicle traffic that will occur on site. A total of 5 percent is considered conservative because the average round trip lengths assumed are 16.6 miles for home -work, 8.4 miles for home shop, and 6.9 miles for home -other types of trips. It is unlikely that the average on -site distance driven will be even 1,000 feet, which is approximately 2 percent of the total miles traveled. Considering the total trip length included in the CaIEEMod, the 5 percent assumption is conservative. Table 7 Operational Localized Analysis Emissions NOx(lbs/dad CO(Ib /dad PMto(lbs/dad PMz.s(lbs/dad Sources Maximum On- 0.1 0.4 0.1 0.03 site Emissions LST Thresholds 171 1,552.0 6.6 2.00 — 2.26-acre site Significant No No No No Emissions? Note: Source Receptor Area — Santa Clarita Valley, 2.26 acres, receptors at 130 ft (39.6 meters). CO = carbon monoxide LST = local significance threshold NOX = nitrogen oxides PM2.5 = particulate matter less than 2.5 microns in size Master Case No. 19-089 Initial Study Page 59 City of Santa Clarita, California Table 7 Operational Localized Analysis Emissions NOx(lbs/dad CO(Ib /dad PMto(lbsiday) PMz.s(tbs/day Sources PM10 = particulate matter less than 10 microns in size Source: LSA, July 2020 Table 7 shows that the operational emission rates would not exceed the LSTs for residents in the Project area. Therefore, the proposed operational activity would not result in a locally significant air quality impact. Construction Impacts to Off -site Residents The greatest potential for Toxic Air Contaminants (TAC) emissions during construction activities would be related to emissions of Diesel Exhaust Particulates (DPM) associated with heavy equipment operations during demolition, grading, and trenching activities. In addition, while incidental amounts of substances containing TACs, such as oils, solvents, and paints, could be used, these products would comply with all applicable SCAQMD rules for their manufacture and use and would not contribute substantially to overall health risks from TACs. According to SCAQMD methodology, health effects from carcinogenic TACs are usually described in terms of individual cancer risk. Individual cancer risk is the likelihood that a person exposed to concentrations of TACs over a 30-year lifetime will contract cancer, based on the use of standard risk -assessment methodology. The SCAQMD CEQA Air Quality Handbook recommends that sensitive receptors located within one -quarter mile of a facility that emits TACs be considered in an evaluation of TAC-related health impacts. Sensitive receptors located beyond the one -quarter mile distance are generally not required to be evaluated due to atmospheric mixing and dispersion of pollutants. Construction -related activities would result in short-term emissions of DPM from the off -road heavy-duty diesel equipment exhaust. The greatest potential for DPM emissions associated with construction would be during grading activities. Because the construction schedule estimates that the phases that require the most heavy-duty diesel vehicle usage, such as grading, would last for a much shorter duration (e.g., approximately 1 week), construction of the proposed Project would not result in a substantial, long-term (i.e., 30-year) source of TAC emissions. It is, therefore, not necessary to evaluate long-term cancer impacts from construction activities that occur over a relatively short duration. In addition, there would be no residual emissions or corresponding individual cancer risk after construction. As a result, construction TAC emissions would have a less than significant impact. Long -Term Microscale (CO Hot Spot) Analysis Vehicular trips associated with the proposed Project would contribute to congestion at intersections and along roadway segments in the Project vicinity. Localized air quality impacts would occur when emissions from vehicular traffic increase as a result of the proposed Project. The primary mobile- source pollutant of local concern is Carbon Monoxide (CO), a direct function of vehicle idling time and, thus, of traffic flow conditions. CO transport is extremely limited. Under normal meteorological conditions, CO disperses rapidly with Master Case No. 19-089 Initial Study Page 60 City of Santa Clarita, California distance from the source. However, under certain extreme meteorological conditions, CO concentrations near a congested roadway or intersection may reach unhealthful levels, affecting local sensitive receptors (e.g., residents, schoolchildren, the elderly, and hospital patients). Typically, high CO concentrations are associated with roadways or intersections operating at unacceptable levels of service or with extremely high traffic volumes. In areas with high ambient background CO concentrations, modeling is recommended to determine a project's effect on local CO levels. At the time of the publishing of the 1993 Handbook, the Basin was designated nonattainment under the CAAQS and NAAQS for CO. With the turnover of older vehicles, introduction of cleaner fuels, and implementation of control technology on industrial facilities, CO concentrations in the Basin and in California have steadily declined. In 2007, the SCAQMD was designated in attainment for CO under both the CAAQS and NAAQS. As identified within SCAQMD's 2003 AQMP and the 1992 Federal Attainment Plan for Carbon Monoxide (1992 CO Plan), peak carbon monoxide concentrations in the Basin were a result of unusual meteorological and topographical conditions and not a result of congestion at a particular intersection. A CO hot spot analysis was conducted at four busy intersections in Los Angeles County at the peak morning and afternoon periods and did not predict a violation of CO standards. Under existing and future vehicle emission rates, a project would have to increase traffic volumes at a single intersection by more than 44,000 vehicles per hour —or 24,000 vehicles per hour where vertical and/or horizontal air does not mix —in order to generate a significant CO impact. One of the top four worst intersections in the Basin (Sunset Boulevard/Highland Avenue) is located in the City of Los Angeles, approximately 24 miles southeast of the proposed Project. Since the SCAQMD modeled intersections do not exceed the CO standards, intersections within the proposed Project study area with less volumes of traffic and under less extreme conditions would not exceed the CO standards. Buildout of the proposed Project would not produce the volume of traffic, as described above, required to generate a CO hot spot. Therefore, implementation of the proposed Project would not be expected to result in CO hot spots, and impacts would be less than significant. No mitigation measures would be required. d) Result in other emissions (such as those leading to odors) adversely affecting a substantial numberof people? Less Than Significant Impact. Heavy-duty equipment in the Project area during construction would emit odors, primarily from the equipment exhaust. However, the construction activity would cease to occur after construction is completed. No other sources of objectionable odors have been identified for construction of the proposed Project, and no mitigation measures would be required. SCAQMD Rule 402 regarding nuisances states: "A person shall not discharge from any source whatsoever such quantities of air contaminants or other material which cause injury, detriment, nuisance, or annoyance to any considerable number of persons or to the public, or which endanger the comfort, repose, health or safety of any such persons or the public, or which cause, or have a natural tendency to cause, injury or damage to business or property." Land uses and industrial operations that are associated with odor complaints include agricultural uses, wastewater treatment plants, food processing plants, chemical plants, Master Case No. 19-089 Initial Study Page 61 City of Santa Clarita, California composting, refineries, landfills, dairies, and fiberglass molding. The proposed Project may generate odors from garbage and green waste collections. However, the odor would cease to occur after garbage and green waste collection trucks remove the waste from the project site each week. As such, the proposed storage use would not generate objectionable odors off site. No other sources of objectionable odors have been identified for the proposed Project; therefore, the impacts associated with odors would be less than significant and no mitigation measures are required. 1 !Em r� a r Nm = o rna acn E y C D7 o'0. min yC d min E o z IV. BIOLOGICAL RESOURCES. Would the project: a. Have a substantial adverse effect, either directly or through habitat modifications, on any species identified as a candidate, sensitive, or special status species in local or regional plans, ❑ ® ❑ ❑ policies, or regulations, or by the California Department of Fish and Wildlife or the U.S. Fish and Wildlife Service? b. Have a substantial adverse effect on any riparian habitat or other sensitive natural community identified in local or regional ❑ ❑ ❑ plans, policies, regulations or by the California Department of Fish and Wildlife or U.S. Fish and Wildlife Service? c. Have a substantial adverse effect on state or federally protected wetlands (including, but not limited to, marsh, vernal ❑ ❑ ❑ pool, coastal, etc.) through direct removal, filling, hydrological interruption, or other means? d. Interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established ❑ ❑ ® ❑ native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites? e. Conflict with any local policies or ordinances protecting biological resources, such as tree preservation ❑ ❑ ® ❑ policy/ordinance? f. Conflict with the provisions of an adopted Habitat Conservation Plan, Natural Community Conservation Plan, or ❑ ❑ ❑ other approved local, regional, or state habitat conservation plan? g. Affect a Significant Ecological Area (SEA) or Significant Natural Area (SNA) as identified on the City of Santa Clarita ❑ ❑ ❑ ESA Delineation Map? The following information utilized in this section of the Initial Study is based on the Draft Biological Resources Assessment Self -Storage Facility in Santa Clarita, Los Angeles, County, California (Biological Resources Assessment prepared for the Project by LSA Associates, Inc., August 2019, which is hereby incorporated by reference. The Biological Resources Assessment is provided as Appendix B to this IS/MND. The Project Site is strictly upland in nature with well -drained soils and vegetation consisting of nonnative grassland with patches of mixed herbaceous ruderal/invasive species and bare ground Master Case No. 19-089 Initial Study Page 62 City of Santa Clarita, California in several areas. The Project Site is currently vacant and disturbed; no existing structures are present on the site. Historical imagery indicates that the Project Site has been disturbed and regularly maintained for over 20 years. The site previously existed as agricultural land consistent with many of the surrounding lands in the region. The Project Site is located within the Western Traverse Ranges sub -region of the California Floristic Province (Baldwin, et al. 2012) and within the Santa Clara River watershed (Hydrologic Unit Code #18070102). The Project Site is mostly flat and is at approximately 1,266 feet (386 meters) above mean sea level in elevation. The northernmost portion of the site slopes upward toward Valley Center Drive. Adjacent parcels consist mostly of medium to high -density residential developments and commercial uses. The Project area is zoned for Community Commercial development. Undeveloped lands within the floodplain of the Santa Clara River are located to the north of the Project Site, beyond Valley Center Drive and Golden Valley Road. Implementation of the Project would alter the site with construction of a three-story, 156,060 square -foot self -storage facility. The U-shaped structure would include up to 1,200 individual storage units. The proposed Project would provide a total of 22 parking spaces (two handicap accessible spaces, four loading spaces, and 16 standard parking spaces) with vehicular access on Valley Center Drive. a) Have a substantial adverse effect, either directly or through habitat modifications, on any species identified as a candidate, sensitive, or special status species in local or regional plans, policies, or regulations, or by the California Department of Fish and Wildlife or the U.S. Fish and Wildlife Service? Less Than Significant Impact With Mitigation. The Santa Clarita region supports various special -status natural communities, plants, and animals. Appendix B provides tables that identify those special -status plant and animal species known to occur or that potentially occur in the vicinity of the Project Site and includes detailed information about each species' habitat and distribution, State and Federal status designations, and probability of occurrence within the Project area. Special -Status Natural Communities The California Natural Diversity Data Base Information (CNDDB) search identified occurrences of twelve special -status natural communities or conservation areas within a nine - quad search area: California Walnut Woodland, Cismontane Alkali Marsh, Mainland Cherry Forest, Riversidian Alluvial Fan Sage Scrub, Southern California Threespine Stickleback Stream, Southern Coast Live Oak Riparian Forest, Southern Cottonwood Willow Riparian Forest, Southern Mixed Riparian Forest, Southern Riparian Scrub, Southern Sycamore Alder Riparian Woodland, Southern Willow Scrub, and Valley Oak Woodland. Southern Willow Scrub occurs adjacent to the Project Site within the Santa Clara River. However, no special - status natural communities or conservation areas exist within the Project Site. Thus, the Project would not impact special -status natural communities or conservation areas and no mitigation is required. Special -Status Plants The literature review identified 31 special -status plant species that are known to occur within a nine -quad radius of the Project area (refer to Appendix 8). The majority of the rare plant Master Case No. 19-089 Initial Study Page 63 City of Santa Clarita, California species that were identified in the databases have specialized habitat requirements (i.e., they occur on predominantly alkaline soils, woodland, riparian, or wetland habitats, etc.) that do not occur within the Project Site. Historic anthropogenic disturbances have greatly altered the natural hydrologic regimes and have either eliminated or greatly impacted the pre -settlement habitats needed to support the special status plant species identified in the CNDDB and California Native Plant Society's (CNPS) queries. As such, the specific habitats, soil substrates or "micro -climates" necessary for special -status plant species to occur are absent within the boundaries of the Project area. Based on site observations coupled with the habitat suitability analysis, no special -status plant species are expected to occur within the Project Site. Thus, the Project would not impact special -status plants and no mitigation is required. Special -Status Animals The historic anthropogenic disturbances in the Project Site and adjacent parcels (i.e., disking, off highway vehicles, etc.) have greatly altered, eliminated, or impacted the pre -settlement habitats needed to support most of the special -status animal species identified in the CNDDB and United States Fish and Wildlife Service's (USFWS) queries (refer to Appendix B). There are no known occurrences of any special -status animal species in the Project area, and none were observed during the August 2019 field survey. The Project area contains marginal foraging habitat for certain special -status raptors, such as Swainson's hawk (Buteo swainsoni) and white-tailed kite (Elanus leucurus); however, due to the lack of perennial shrubs and trees on the Project Site, potential raptor nesting habitat is absent from the Project Site and the immediate surroundings and impacts are less than significant. However, suitable avian nesting habitat in the Project Site and area is limited to that which supports ground -nesting species such as killdeer and horned lark (Eremophila alpestris), or other birds that may nest in the annual herbaceous cover. The evaluation of special -status animal species occurrence within the Project Site area was based on a habitat suitability analysis. It did not include exhaustive surveys to determine their presence or absence, but did include direct observation of on -site and off -site conditions and a review of the CNDDB records documenting recorded occurrence data from the area to conclude whether or not a status wildlife species listed in the Biological Resource Assessment report (refer to Appendix B) occur within the Project Site. Though the Project Site does not include nesting habitat for raptors or other tree -nesting species, the site does contain suitable nesting habitat for ground -nesting birds and for other birds that are protected while nesting under the California Fish and Game Code. Suitable nesting habitat for a wide variety of bird species exists adjacent to the Project Site, particularly north of the Project Site within vegetation associated with the Santa Clara River. Construction activities that occur during the nesting bird season (typically February 15 through September 1) have potential to result in the direct or indirect take of nesting birds. Direct impacts could occur during project construction activities if birds are nesting on the site. There is also potential for birds nesting adjacent to the Project Site to be indirectly affected during construction activities through increased noise, vibration, lighting, and dust. Such indirect disturbance has the potential to affect foraging patterns and disorient common and special - status bird species that have the potential of occurring in adjacent habitat areas. To be Master Case No. 19-089 Initial Study Page 64 City of Santa Clarita, California conservative, mitigation is recommended for a qualified biologist to conduct preconstruction nesting bird survey within the nesting bird season (February 15 through September 1) to address the potential occurrence of ground -nesting species, such as killdeer and horned lark or other birds that may nest in annual herbaceous cover. The following mitigation measure is provided to reduce impacts to special -status animals to less than significant levels. MM BIO 1: If vegetation removal, construction, or grading activities are planned to occur within the active nesting bird season (February 15 through September 1), a qualified biologist shall conduct a preconstruction nesting bird survey no more than 3 days prior to the start of such activities. The nesting bird survey shall include the Project Site and areas immediately adjacent to the site that could potentially be affected by Project -related activities such as noise, vibration, increased human activity, and dust, etc. For any active nest(s) identified, the qualified biologist shall establish an appropriate buffer zone around the active nest(s). The appropriate buffer shall be determined by the qualified biologist based on species, location, and the nature of the proposed activities. Project activities shall be avoided within the buffer zone until the nest is deemed no longer active by the qualified biologist. With implementation of Mitigation Measure MM BIO-1, project -related impacts to special - status animals would be reduced to less than significant. Increased anthropogenic disturbance and waste (e.g., litter) during and following Project construction could also attract predators of special -status species to the Project vicinity. Given that (1) the Project is situated at a higher grade than most habitat associated with the Santa Clara River, (2) there is spatial separation between proposed structures and existing riparian habitat to the north of the Project Site, (3) the Project is sited in close proximity to existing commercial developments, and (4) operational lighting would have minimal spill into adjacent habitats, long-term significant indirect effects to special -status species are not anticipated and impacts are less than significant and no mitigation is required. b) Have a substantial adverse effect on any riparian habitat or other sensitive natural community identified in local or regional plans, policies, regulations or by the California Department of Fish and Wildlife or U.S. Fish and Wildlife Service? No Impact. The USWFS defines riparian habitat as "areas with plant communities contiguous to and affected by surface and subsurface features of perennial or intermittent lotic and lentic water bodies (rivers, streams, lakes or drainage ways). Riparian areas are usually transitional between wetland and upland. Riparian areas have one or both of the following characteristics: 1) Distinctly different vegetative species than adjacent areas; and/or, 2) Species similar to adjacent areas but exhibiting more vigorous or robust growth forms."4 4 Riparian definition, U.S. Fish & Wildlife Service., National Wetlands Inventory, website: https.-#www. fws. gov/wetlands/other/Riparian-Product-Summary. html Master Case No. 19-089 Initial Study Page 65 City of Santa Clarita, California As discussed in response a), above, the site is strictly upland in nature with well -drained soils and vegetation consisting of nonnative grassland with patches of mixed herbaceous ruderal/invasive species and bare ground in several areas. Ongoing soil disturbance and the resulting competitive exclusion by invasive nonnative plants limit the potential for native flora to occur on the Project Site. No special -status pant species were observed during the field survey and are not expected to occur on site due to historical and ongoing soil disturbances with disking (for vegetation control) and off -highway vehicles (as evinced by tire ruts). The vacant undeveloped site is isolated from any continuous natural undeveloped land, such as the floodplain of the Santa Clara River. Though located immediately north of the Project Site, the river/floodplain is separated from the Project Site by Valley Center Drive and Golden Valley Road. In addition, most of the nearby and adjacent parcels are occupied by urban development, such as residential and commercial uses, and the site is zoned for Community Commercial development. In summary, the site lacks contiguous surface or subsurface perennial or intermittent water bodies and different vegetative species from adjacent areas. Further, the Project Site contains ruderal/invasive species and has been and continues to be disturbed and, thus, does not contain riparian habitat as defined by USFWS. No riparian habitat or other sensitive natural community are found on site and are not identified in local or regional plans, policies, and regulations or by CDFW or USFWS. Thus, the Project would have no impact to riparian habitat or sensitive natural communities and no mitigation is required. c) Have a substantial adverse effect on state or federally protected wetlands (including, but not limited to, marsh, vernal pool, coastal, etc.) through direct removal, filling, hydrological interruption, or other means? No Impact. Wetlands are defined by Section 404 of the federal Clean Water Act as land that is flooded or saturated by surface water or groundwater at a frequency and duration sufficient to support and that normally does support a prevalence of vegetation adapted to life in saturated soils. Wetlands include areas such as swamps, marshes and bogs.5 As discussed in responses a) and b), above, the Project Site consists of a mostly flat, undeveloped lot supporting nonnative grassland and other invasive plant species and has been disturbed. The site previously existed as agricultural land consistent with many of the surrounding lands in the region. The vacant undeveloped site is isolated from any continuous natural undeveloped land, such as the floodplain of the Santa Clara River. Further, most of the nearby and adjacent parcels are occupied by urban development, such as residential and commercial uses, and the site is zoned for Community Commercial development. The United States Fish and Wildlife Service National Wetlands Survey (USFWS NWI) does not identify any previously -mapped jurisdictional aquatic resources within the Project Site and none were observed by LSA biologists during the site survey (August 2019). Soils on site are well -drained and there are no natural drainage features. Accordingly, the Project Site does not support any wetlands, and, therefore, the Project would not substantially affect state or federally protected 5 U.S. Environmental Protection Agency, Section 404, Clean Water Act, website: htt v:`�".v ''a' r& h. '' a' .. �k9f%'' a' v ''a' r& h% Q dd r� ¢fir Nt,:::::,W ''t�a' did ¢ ra' r ''a' d a' r�R r,:::::, ra' r ''a' E �kd�ta' & t :::::, ra' � ''a' v ''a' r& hd dr�,:::::, rtg® (',ofs(', fir .............."^.................................................................M.^...........°.N.........................M.^..............................................................................R:..*......................................................................................................................................................................................................................................................................................................................................................YP............................................ 2',a,ada"""'d„t6✓ accessed March 11, 2020. Master Case No. 19-089 Initial Study Page 66 City of Santa Clarita, California wetlands through direct removal, filing, hydrological interruption or other means. Thus, the Project would have no impact to wetlands and no mitigation is required. d) Interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites? Less Than Significant Impact. The Project Site is not located in any designated area that has a defined role in promoting wildlife movement. However, just north of the Project Site is the Santa Clara River which is designated by Los Angeles County as a Significant Ecological Area (SEA). SEAs play a key role in maintaining habitat connectivity in the region. Though located immediately north of the Project Site, the SEA (river) is separated from the Project Site by Valley Center Drive and Golden Valley Road. As such, the Project Site's connectivity value is limited by the roadway separations. Further, the wildlife species that occur in the Project vicinity are adapted to the urban-wildland interface, and the Project would not introduce new affects to the area. The noise, vibration, light, dust, or human disturbance within construction areas would only temporarily deter wildlife from using areas in the immediate vicinity of construction activities. These indirect effects could temporarily alter migration behaviors, territories, or foraging habitats in select areas. However, because these are temporary effects, it is likely that wildlife already living and moving in close proximity to urban development would alter their normal functions for the duration of the Project construction and then re-establish these functions once all temporary construction effects have been removed. The proposed Project would not place any permanent barriers within any known wildlife movement corridors or interfere with habitat connectivity. The Project impact on wildlife movement and/or corridors is less than significant and no mitigation is required. e) Conflict with any local policies or ordinances protecting biological resources, such as tree preservation policy/ordinance? Less Than Significant Impact. City of Santa Clarita Ordinance No. 89-10, as well as the Oak Tree Preservation and Protection Guidelines developed by the City, provide for the protection of oak trees within the City limits. The City of Santa Clarita's Oak Tree Preservation ordinance (Unified Development Code §17.17.090 C) requires the preservation of all healthy oak trees and that removal, cutting, pruning, relocation, damage, or encroachment into the protected zone of any oak trees measuring 6 inches or larger in circumference (DBH, diameter at breast height) on public or private property can only be done in accordance with a valid oak tree permit issued by the City. The Project Site does not contain any trees and vegetation consists of nonnative grassland with patches of mixed herbaceous ruderal/invasive species. While several native annual plant species and shrub seedlings were observed on the margins of the Project Site, no native or special -status vegetation communities exist on the Project Site. The Project Site does not contain sensitive biological resources and implementation of the Project would not conflict with any local policies or ordinances protecting biological resources. Therefore, the Project impacts would be less than significant and no mitigation is required. fJ Conflict with the provisions of an adopted Habitat Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or state habitat conservation plan? No Impact. The Project Site is located within the City of Santa Clarita General Plan area, which Master Case No. 19-089 Initial Study Page 67 City of Santa Clarita, California incorporates policies regarding biological resources in the Conservation and Open Space Element. The Project Site is within an area that is categorized as developed and is not located within a designated Habitat Conservation Plan (HCP) reserve area or other sensitive conservation area identified by State, regional, or local plans. The Project area is adjacent to the Santa Clara River, which is a Los Angeles County Significant Ecological Area (SEA); however, the Project Site is separated by two roadways from the SEA and lacks vegetation associated with the SEA and consists only of disturbed/ruderal vegetation cover. Consequently, the Project would not conflict with the provisions of an adopted habitat conservation plan or natural community conservation plan for the City or other approved local, regional, or state habitat conservation plan. No impact would occur and no mitigation measure is required. g) Affect a Significant Ecological Area (SEA) or Significant Natural Area (SNA) as identified on the City of Santa Clarita ESA Delineation Map? No Impact. Please see Response d), above; the Project Site is not within a Significant Ecological Area identified on Exhibit CO-5 (Significant Ecological Areas) of the City's General Plan Conservation Element. The Project Site is not within a Significant Natural Area identified by the CDFW. Therefore, the proposed Project would not affect a Significant Ecological Area or Significant Natural Area and impacts would be less than significant and no mitigation is required. 1 r �! m r= a E y = o rnE C M rna.+ 0 10 rn E o a cn min min z V. CULTURAL RESOURCES. Would the project: a. Cause a substantial adverse change in the significance of a ❑ ❑ ❑ historical resource pursuant to Section 15064.5 of CEQA? b. Cause a substantial adverse change in the significance of an archaeological resource pursuant to Section 15064.5 of ❑ ® ❑ ❑ CEQA? c. Disturb any human remains, including those interred outside ❑ ❑ ® ❑ of formal cemeteries? a) Cause a substantial adverse change in the significance of a historical resource pursuant to Section 15064.5 of CEQA? No Impact State CEQA Guidelines Section 15064.5 defines a historic resource as: 1) a resource listed in or determined to be eligible by the State Historical Resources Commission, for listing in the California Register of Historical Resources; 2) a resource listed in a local register of historical resources or identified as significant in an historical resource survey meeting certain state guidelines; or 3) an object, building, structure, site, area, place, record or manuscript which a lead agency determines to be significant in the architectural, engineering, scientific, economic, agricultural, educational, social, political, military, or cultural annals of California, provided that the lead agency's determination is supported by substantial evidence in light of the whole record. Master Case No. 19-089 Initial Study Page 68 City of Santa Clarita, California A significant impact would occur if a project were to adversely affect an historical resource meeting one of the above definitions. A substantial adverse change in the significance of a historic resource means demolition, destruction, relocation, or alteration of the resource or its immediate surroundings such that the significance of a historical resource would be materially impaired. The Project Site is vacant and undeveloped and, as such, no historic structures are found on site. Because there are no historic structures on the Project Site, no historic structures would be demolished, relocated, removed, or significant altered by the Project. Therefore, implementation of the Project would not cause a substantial adverse change in the significance of a historical resource, and the Project would have no related impacts and no mitigation is required. b) Cause a substantial adverse change in the significance of an archaeological resource pursuant to Section 15064.5 of CEQA? Less Than Significant Impact With Mitigation. A significant impact would occur if a known or unknown archaeological resource would be removed, altered, or destroyed as a result of the proposed development. Section 15064.5 of the State CEQA Guidelines defines criteria for historical resources or resources that constitute unique archaeological resources. A cultural records search for historic and archaeological resources was conducted for the Project by the South Coastal Information Center (SCIC) at Fullerton State University on June 6, 2020, which is hereby incorporated by references SCIC reviewed site records, maps, and manuscripts. SCIC records indicate that there are six previously recorded cultural resources within a half -mile radius of the Project Site and none recorded within the Project area. There are no previously recorded historical structures within a half -mile radius of the Project Site. SCIC concluded that the reported records search does not preclude the possibility that surface or buried artifacts might be found during a survey of the property or ground disturbing activities. In addition, a Sacred Lands File search was conducted for the Project by the Native American Heritage Commission (NAHC) on March 4, 2020, which is hereby incorporated by reference! The Sacred Lands File search concluded with negative results for the Project Site. Historical imagery indicates that the Project Site has been disturbed and regularly maintained for over 20 years. The site previously existed as agricultural land consistent with many of the surrounding lands in the region. In 2003, Golden Valley Road was constructed and subsequently the Golden Valley Bridge over the Santa Clara River connecting to Newhall Ranch Road (westerly direction) and continuation of Golden Valley Road (easterly direction). Dirt from the roadway construction was deposited on the Project Site. In addition, the Project Area was designated as Community Commercial in the General Plan Update of 2011 and the Project Site was graded with additional soil brought into provide the embankments for Valley Center Drive and Golden Valley Road. Consequently, not only has been disturbed with on- going vegetation control (e.g., disking), and off -road vehicles (as evinced by tire ruts), but dirt 6 The records search results from SCIC are available in Appendix C to this IS/MND. 7 The SLF search results from NAHC are available in Appendix C to this IS/MND. Master Case No. 19-089 Initial Study Page 69 City of Santa Clarita, California has been deposited from other locations. The Project will grade the site for foundation and would only affect top soil (most of which has been previously deposited onsite and disturbed).$ While the likelihood of discovery is low, the Project construction would include ground disturbing activities such as grading and approximately 6,956 cubic yards (CY) of cut, approximately 1,453 CY of fill, and an export of 5,503 CY. While the likelihood of discovery is low, the possibility exists that previously unknown archeological artifacts may be present. To reduce potential impacts to archaeological resources that may be inadvertently discovered during construction, mitigation is provided. The mitigation measure requires avoidance if there is an inadvertent discovery until a significance determination can be made by a qualified archaeologist, and adherence to appropriate measures if the find is determined to be significant under CEQA. The following mitigation measure is provided to reduce potential impacts to cultural resources (archaeological) to less than significant levels. MM CR1: In the event that archaeological resources (i.e., sites, features, or artifacts) are exposed during construction activities for the Project, all construction work occurring within 100 feet of the find shall immediately stop until a qualified archaeologist, meeting the Secretary of the Interior's Professional Qualification Standards for archaeology shall be contacted immediately to evaluate the significance of the find in accordance with federal, State, and local guidelines, including those set forth in Public Resources Code Section 21083.2. If potentially significant archaeological resources are found, the evaluation will include preparation of a treatment plan and testing for eligibility for the California Register of Historical Resources (CRHR). If the find is determined to be a unique archaeological resource, as defined in Section 15064.5 of the State CEQA Guidelines, the resource shall be recorded and/or removed per applicable guidelines. With implementation of Mitigation Measure MM CR-1, project -related impacts to cultural resources (archaeological) would be reduced to less than significant. c) Disturb any human remains, including those interred outside of formal cemeteries? Less Than Significant Impact. There are no known human remains within the Project Site. While no formal cemeteries, other places of human internment, or burial grounds sites are known to occur within the immediate Project Site area, there is always a possibility that human remains could be encountered during construction. Should human remains be encountered unexpectedly during grading or construction activities, State Health and Safety Code Section 7050.5 requires that no further disturbance shall occur until the County Coroner has made the necessary findings as to origin and disposition pursuant to Public Resources Code Section 5097.98. If human remains of Native American origin are discovered during Project construction, compliance with State laws, which fall within the jurisdiction of the NAHC (Public Resources Code Section 5097), relating to the disposition of Native American burials would 8 Information in this paragraph was provided by City of Santa Clarita staff, February 12, 2020. Master Case No. 19-089 Initial Study Page 70 City of Santa Clarita, California be required. Therefore, through compliance to existing laws, impacts would be less than significant and no mitigation is required. 1 r� o M . r �! m r= a E y = o rnE C M rna.+ 0 10 rn E o a cn min min z VI. ENERGY. Would the project: a. Result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy ❑ ❑ ® ❑ resources, during project construction or operation? b. Conflict with or obstruct a state or local plan for renewable ❑ ❑ ® ❑ energy or energy efficiency? a) Result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resources, during project construction or operation? Less Than Significant Impact. The Project would consume energy in the form of electricity, natural gas, and petroleum -based transportation -related energy (gasoline and diesel). The Project Site receives electricity from the Southern California Edison Company (SCE) and natural gas from the Southern California Gas Company (SoCalGas). Transportation fuels are produced from crude oil, which can be domestic or imported from various regions around the world. The analysis of energy consumption required for construction and operation of the Project is presented below. A detailed explanation of methodology and calculation sheets are provided in Energy Data, Appendix D to this IS/MND Construction During construction of the Project, energy would be consumed in the form of electricity to supply and convey water for dust control and, on a limited basis, to power lighting, electronic equipment, and other construction activities necessitating electrical power. Construction activities, including the construction of new buildings and facilities, typically do not involve the consumption of natural gas. Project construction would also consume energy in the form of petroleum -based fuels associated with the use of off -road construction vehicles and equipment on the Project Site, construction worker travel to and from the Project Site, and delivery truck trips. A summary of the estimated total energy required for construction of the Project is presented in Table 8, Summary of Energy Use During Project Construction, below. Table 8 Summary of Energy Use During Project Constructiona Source (uanttt y b Electricity Water Consumption° 227 kWh Lighting, Equipment, Other Electrical Power' 109,402 kWh Construction Trailer 9,075 kWh Master Case No. 19-089 Initial Study Page 71 City of Santa Clarita, California Table 8 Summary of Energy Use During Project Constructiona Source (uantft y b Total Electricity 118,703 kWh Gasolinef On -Road Construction Equipmentg 11,047 allons Off -Road Construction Equipment' 0 allons Total Gasoline 11,047 allons Dieself On -Road Construction Equipmentg 3,043 allons Off -Road Construction Equipment' 23,848 allons Total Diesel 26,891 gallons kWh = kilowatt hours a Detailed calculation sheets are provided in Appendix D of this IS/MND. b Calculated energy consumption rounded to the nearest hundred. Totals may be off due to this rounding. c Electricity usage associated with the supply and conveyance of water used for dust control during construction was calculated using data from the CaIEEMod outputs prepared for the greenhouse gas analysis. d Electricity used to power lighting, electronic equipment, and other construction activities necessitating electrical power was calculated based on CaIEEMod defaults for generators (i.e. horsepower, load factors, and daily usage). As the SCAQMD recommends the use of electricity instead of diesel generators, the equivalent electricity consumption was calculated. e Electricity used to power a standard construction trailer was calculated using the General Office default values in CaIEEMod and assumed a 1,000 square -foot trailer. f Gasoline and diesel consumption rates were based on the Project's off -road equipment list and number of on -road trips and were calculated using equipment - specific horsepower and load factors as determined by CaIEEMod and county - specific miles per gallon and fleet mix as determined by EMFAC2017 for 2021 (construction start date). g On -road construction equipment encompasses construction worker trips, vendor trips, and haul trips. h Off -road construction equipment encompasses construction equipment usage on the Project Site (e.g., excavators, cranes, forklifts, etc.). Source: EcoTierra Consulting, Inc., 2020. Electricity As shown in Table 8, construction of the Project would require a total of approximately 118,703 kWh of electricity. This electricity demand at any given time would vary throughout the construction period based on the construction activities being performed and would cease upon completion of construction. When not in use, electric equipment would be powered off to avoid unnecessary energy consumption. Electricity use from construction would be short- term, limited to working hours, used for necessary construction -related activities, and represent a small fraction of the Project's net annual operational electricity. Electrical construction equipment would also comply with California Code of Regulations, Title 24 (Title 24) requirements, which are a set of prescriptive standards establishing mandatory maximum energy consumption levels for buildings. Although Title 24 requirements typically apply to energy usage for buildings, long-term construction lighting (longer than 120 days) providing illumination for the Project Site and staging areas would comply with applicable Title 24 limits Master Case No. 19-089 Initial Study Page 72 City of Santa Clarita, California on the wattage allowed per specific area, resulting in the conservation of energy.9 In addition, construction equipment would comply with energy efficiency requirements contained in the Federal Energy Independence and Security Act or previous Energy Policy Acts for electrical motors and equipment.10 Therefore, construction of the Project would not consume electricity in a wasteful, inefficient, or unnecessary manner. Natural Gas Construction activities, including the construction of a new building, typically do not involve the consumption of natural gas. Therefore, construction of the Project would not consume natural gas in a wasteful, inefficient, or unnecessary manner. Petroleum -Based Fuels As shown in Table 8, on- and off -road vehicles would consume an estimated 11,047 gallons of gasoline and approximately 26,891 gallons of diesel fuel throughout the Project's construction. Construction of the Project would comply with state and federal regulations, such as the anti -idling regulation in accordance with Section 2485 in Title 13 of the California Code of Regulations, and fuel requirements in accordance with Section 93115 in Title 17 of the California Code of Regulations, which would reduce the consumption of energy, such as petroleum -based transportation fuels, from unnecessary idling fuel combustion. While these required regulations are intended to reduce construction emissions, compliance with the anti - idling and emissions regulations would also result in reductions in fuel consumption. Project - related trips from on -road vehicles (i.e., delivery trucks, worker vehicles) would also benefit from Pavley and Low Carbon Fuel Standards which are designed to reduce vehicle GHG emissions, but would also result in fuel consumption reductions in addition to compliance with Corporate Average Fuel Economy standards. Therefore, construction of the Project would not consume petroleum -based fuel in a wasteful, inefficient, or unnecessary manner. Operation During operation of the Project, energy would be consumed for multiple purposes, including, but not limited to, heating/ventilating/air conditioning (HVAC); lighting; and the use of electronics, equipment, and machinery. Energy would also be consumed during Project operations related to water usage, solid waste disposal, and vehicle trips to and from the Site by employees and visitors. A summary of the estimated annual energy required for operation of the Project is presented in Table 9, Summary of Annual Energy Use During Project Operation, below. 9 California Building Energy Efficiency Standards, Title 24, Part 6, § 110, 9, § 130, 0, and § 130.2. 10 Energy Independence and Security Act of 2007. (Pub.L. 110-140). Master Case No. 19-089 Initial Study Page 73 City of Santa Clarita, California Table 9 Summary of Annual Energy Use During Project Operationa Annual Energy Source Demand Electricity' Structures 608,532 kWh Water 4 kWh Total 608,536 kWh Natural Gas' 120,227 cf Transportation Gasoline 37,537 allons Diesel 3,636 allons kWh = kilowatt hours, cf = cubic feet a Detailed calculations are provided in Appendix D. b Electricity and natural gas estimates assume compliance with applicable CALGreen and Title 24, Part 6 requirements. c Totals may be off due to rounding. d Gasoline and diesel consumption rates were based on the Project's annual VMT, which was calculated by CaIEEMod, and were calculated using the county - specific miles per gallon and fleet mix as determined by EMFAC2017 for 2022 (the Project's operation year). Source: EcoTierra Consulting, Inc., 2020. Electricity During operation, electricity would be supplied to the Project Site by SCE from the existing electrical system. However, the Project would require an on -site transformation facility and may require underground line extensions on public streets (please refer to the discussion under Section 14.19, Utilities and Service Systems, below, for an analysis of potential impacts associated with installation of electrical facilities). As shown in Table 9, with compliance with Title 24 standards and applicable California Code of Regulations, Title 11 (CALGreen) requirements, buildout of the Project would result in a projected annual demand for electricity totaling approximately 608,536kWh per year. Based on SCE's 2017-2018 Integrated Resource Plan, SCE forecasts that its total energy sales in 2022 will be 97,860 GWh of electricity." As such, the Project -related annual electricity consumption of 572,542 kWh per year would represent approximately 0.0006 percent of SCE's projected sales in 2022. SCE would review the Project's estimated electricity consumption in order to ensure that the estimated power requirement would be part of the total load growth forecast for their service area and accounted for in the planned growth of the power system. Based on these factors, it is anticipated that SCE's existing and planned electricity capacity and electricity supplies would be sufficient to serve the Project's electricity demand. In addition, the Project would be required to comply with Title 24 standards and applicable CALGreen requirements. These standards include minimum energy efficiency requirements 11 Electricity supply is defined in terms of sales that will be realized at the meter. SCE, Integrated Resource Plan of Southern California Edison Company (U 338-E), August 1, 2018, Appendix I.1. Master Case No. 19-089 Initial Study Page 74 City of Santa Clarita, California related to building envelope, mechanical systems (e.g., HVAC and water heating systems), indoor and outdoor lighting, and illuminated signs. Specifically, as required by current Title 24 and CALGreen standards, the Project would include installation of energy efficient heating and cooling systems, appliances (e.g., Energy Star®), equipment, and control systems, low - flow water -use fixtures, and energy -efficient pumps and motors for waste and storm water conveyance, fire water, and domestic water. Furthermore, SCE is required to procure at least 50 percent of their energy portfolio from renewable sources by 2030. The current sources of renewable energy procured by SCE include wind, solar, hydroelectric, and geothermal sources. These sources accounted for 36 percent of SCE's overall energy mix in 2018.12 This represents the available off -site renewable sources of energy that could meet the Project's energy demand. The Project would not conflict with SCE's ability to procure the required amount of renewable energy. Therefore, operation of the Project would not consume electricity in a wasteful, inefficient, or unnecessary manner. Natural Gas Natural gas required for Project operation would be supplied by SoCalGas from existing natural gas facilities. However, the Project would require construction of new, on -site gas distribution lines to serve the new building (please refer to the discussion under subsection XIX Utilities and Service Systems, below, for an analysis of potential impacts associated with installation of electrical facilities). As shown in Table 9, with compliance with Title 24 standards and applicable CALGreen requirements, buildout of the Project would result in an annual consumption of 120,227cf per year of natural gas. Based on the 2018 California Gas Report, the California Energy and Electric Utilities estimates natural gas consumption within SoCalGas' planning area will be approximately 2,519 million cf per day in 2022 .13 In addition, the 2018 California Gas Report estimates that there will be an additional supply available within SoCalGas' planning area of 1,256 million cf per day in 2022.14 Accordingly, the Project's annual natural gas consumption of 120,227 cf per year (or approximately 353 cf per day) would account for approximately 0.00001 percent of the daily 2022 forecasted consumption in SoCalGas' planning area and approximately 0.00003 percent of the daily surplus, and would therefore fall within SoCalGas' projected consumption and supplies for the area. According to the United States Energy Information Administration (EIA), the United States currently has over 80 years of natural gas reserves based on 2018 consumption.15 Furthermore, compliance with energy standards is expected to result in more efficient use of natural gas (lower consumption) in future years. The Project would be subject to the State Energy Conservation Standards contained in Title 24. The Project would comply with Title 24 energy conservation standards for insulation, glazing, lighting, shading, and water and space heating systems in all new construction. Specifically, the Project would install energy efficient 12 California Public Utilities Commission, 2019 California Renewables Portfolio Standard Annual Report, November 2019, Table 1, p. 4. 13 California Gas and Electric Utilities, 2018 California Gas Report, Table 1-SCG, p. 102-103. 14 1,256million cf per day of additional supplies available derived by subtracting the anticipated consumption (2, 519million cf per day) from the available supplies (3,775 million cf per day). 15 U. S. Energy Information Administration, Frequently Asked Questions, How much natural gas does the United States have, and how long will it last? Master Case No. 19-089 Initial Study Page 75 City of Santa Clarita, California heating and cooling systems, appliances (e.g., Energy Star®), equipment, and control systems, and low -flow water -use fixtures, reducing water consumption and water heating fuel (natural gas). Therefore, operation of the Project would not consume natural gas in a wasteful, inefficient, or unnecessary manner. Petroleum -Based Fuels As summarized in Table 9, the Project's estimated net annual petroleum -based fuel usage would be approximately 37,537 gallons of gasoline and 2,636 gallons of diesel per year. According to fuel sales data from the California Energy Commission, fuel consumption in Los Angeles County was approximately 3.64 billion gallons of gasoline and 527 million gallons of diesel fuel in 2018 (the most recent year for which data is available).16 Accordingly, the annual fuel usage during Project operation would represent approximately 0.0017 percent of the 2018 annual on -road gasoline -related energy consumption and 0.0007 percent of the 2018 annual diesel fuel -related energy consumption in Los Angeles County.17 Operational transportation energy would be provided by existing retail service stations and no new retail service stations would be expected to be required. Based on current proven reserves, crude oil production would be sufficient to meet over 50 years of worldwide consumption.18 As such, it is expected that existing and planned transportation fuel supplies would be sufficient to serve the Project's demand. Furthermore, some percentage of automobiles and trucks driven by Project visitors and employees would benefit from CAFE fuel economy standards, which would result in more efficient use of transportation fuels (lower consumption). Project -related vehicles would also benefit from auto manufacturers' compliance with Pavley and Low Carbon Fuel Standards which are designed to reduce vehicle GHG emissions, but would also result in fuel savings. Transportation fuel efficiency would improve as future Project visitors and employees replace their privately owned or leased older vehicle models with newer vehicle models that achieve greater fuel efficiency. In addition, as detailed in the discussion under sub section XV11. Transportation, below, the Project would introduce new density and uses on a Site located in an area in proximity to transit, including bus and rail lines. The Project would improve the streetscape and pedestrian environment along Valley Center Drive, as well as promote alternative methods of transportation through the provision of bicycle parking. Therefore, the Project would be consistent with the VMT reduction strategies of the Southern California Association of Governments (SCAG) and the California Air Pollution Control Officers Association (CAPCOA) (refer to the discussion under Energy threshold (b) below for further discussion). Therefore, operation of the Project would not consume petroleum -based fuels in a wasteful, inefficient, or unnecessary manner. 16 California Energy Commission, California Retail Fuel Outlet Annual Reporting (CEC-A 15) Results, 2018. Diesel is adjusted to account for retail (48%) and non -retail (52%) diesel sales. 17 Approximately 3.64 billion gallons of gasoline and 527 million gallons of diesel fuel were consumed in Los Angeles County in 2018. 18 BP Global, Oil reserves, 2018. Master Case No. 19-089 Initial Study Page 76 City of Santa Clarita, California Conclusion As detailed above, the Project would not result in a wasteful, inefficient, or unnecessary consumption of energy during construction or operation. The Project's energy requirements would not substantially affect local or regional supplies or capacity or exceed future projections for the region. The Project would also comply with energy efficiency requirements for electricity and natural gas, such as the Title 24 standards and CALGreen Code, in accordance with the applicable version of these standards at the time of building permit issuance, and consumption reduction strategies for transportation, such as those provided by SCAG and CAPCOA. In summary, the Project's energy demands would not substantially affect available energy supplies and would comply with existing energy efficiency standards. Therefore, Project impacts related to wasteful, inefficient, and unnecessary consumption of energy would be less than significant during construction and operation. b) Conflict with or obstruct a state or local plan for renewable energy or energy efficiency? Less than Significant Impact. Electricity and Natural Gas The Project would be subject to state regulations on energy efficiency. Specifically, the Project would comply with applicable regulatory requirements for the design of the new building, including the provisions set forth in the CAL Green Code and California's Building Energy Efficiency Standards, both of which are set forth in the California Code of Regulations, Title 24, and are set of prescriptive standards establishing mandatory maximum energy consumption levels for buildings. The standards include regulations for residential and nonresidential buildings constructed in California to reduce energy demand and consumption. The Building Energy Efficiency Standards are updated periodically (every 3 years) to incorporate and consider new energy efficiency technologies and methodologies. CALGreen institutes mandatory minimum environmental performance standards for all ground -up, new construction of commercial, low-rise residential, and state-owned buildings, as well as schools and hospitals. The 2016 CALGreen standards became effective on January 1, 2018. The new 2019 standard became effective on January 1, 2020. The Project would comply with Title 24 energy conservation standards for insulation, glazing, lighting, shading, and water and space heating systems of all new construction. Transportation -Related Energy The California Air Pollution Control Officers Association (CAPCOA) has provided guidance on mitigating or reducing emissions from land use development projects within its guidance document titled Quantifying Greenhouse Gas Mitigation Measures, which provides emission reduction values for recommended GHG reduction strategies.19 The Project would introduce new density and uses on a Site with access to public transit facilities. Furthermore, the Project would improve the streetscape and pedestrian environment along Valley Center Drive and would include bicycle parking spaces, encouraging the use of alternative modes of 19 California Air Pollution Control Officers Association, Quantifying Greenhouse Gas Mitigation Measures, 2010. Master Case No. 19-089 Initial Study Page 77 City of Santa Clarita, California transportation. As such, the Project would be consistent with VMT reduction land use strategies identified by CAPCOA, which include Increased Density (LUT-1), Increase Location Efficiency (LUT-2), Increased Destination Accessibility (LUT-4), Increased Transit Accessibility (LUT-5), and Improve Design of Development (LUT-9). SCAG's 2016-2040 Regional Transportation Plan / Sustainable Communities Strategy (2016- 2040 RTP/SCS) focuses on creating livable communities with an emphasis on sustainability and integrated planning, and identifies mobility, economy, and sustainability as the three principles most critical to the future of the region. As part of the approach, the 2016-2040 RTP/SCS focuses on reducing fossil fuel use by decreasing VMT, encouraging the reduction of building energy use, and increasing use of renewable sources. The Project's introduction of new density and uses on a site in proximity to transit, improvements to the pedestrian environment, and provision of bicycle parking would result in a reduced VMT compared to a project with the same land use that does not have the location -specific and design -specific aspects of the Project. Conclusion As demonstrated above, the Project would not conflict with energy efficiency or conservation plans. The Project's design would comply with existing energy standards and incorporate features to reduce energy consumption. Therefore, Project impacts related to potential conflict with a state or local plan for renewable energy or energy efficiency would be less than significant during construction and operation. 1 C 10 V y r Y t C C C r V 0 m C C 10 V y r.2 V a N C acn Vi -C min ViC rna min E o z VILGEOLOGY AND SOILS. Would the project: a. Directly or indirectly cause potential substantial adverse effects, including the risk of loss, injury, or death involving: (i) rupture of a known earthquake fault, as delineated on the most recent Alquist-Priolo Earthquake Fault Zoning Map issued by the State Geologist, or based on other ❑ ❑ ❑ substantial evidence of a known fault (Refer to Division of Mines and Geology Special Publication 42)? (ii) strong seismic ground shaking? ❑ ❑ ® ❑ (iii) seismic -related ground failure, including liquefaction? ❑ ® ❑ ❑ (iv) landslides? ❑ ❑ ❑ b. Result in substantial soil erosion or the loss of topsoil? ❑ ❑ ® ❑ c. Be located on a geologic unit or soil that is unstable, or that would become unstable as a result of the project, and El ® El El result in on -site or off -site landslide, lateral spreading, subsidence, liquefaction or collapse? Master Case No. 19-089 Initial Study Page 78 City of Santa Clarita, California 1 C 10 Y t C C C V 0 C C 10 V V V y r r m -C y r.2 a E N C acn E Vi -J E�g ViC 3 E z d. Be located on expansive soil, as defined in Table 18-1-B of the 1994 UBC, creating substantial direct or indirect risks to life or ❑ ❑ ® ❑ property? e. Have soils incapable of adequately supporting the use of septic tanks or alternative waste water disposal systems ❑ ❑ ❑ where sewers are not available for the disposal of waste water? f. Directly or indirectly destroy a unique paleontological resource ❑ ® ❑ ❑ or site or unique geologic feature? g. Result in earth movement or grading exceeding 100,000 cubic El El ® Elyards? a) Directly or indirectly cause potential substantial adverse effects, including the risk of loss, injury, or death involving: i) Rupture of a known earthquake fault, as delineated on the most recent Alquist-Priolo Earthquake Fault Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a known fault? Refer to Division of Mines and Geology Special Publication 42. No Impact. The California Geological Survey (CGS) designates the zones extending approximately 200 to 500 feet from known active faults as Alquist-Priolo Earthquake Fault Zones. The Project Site is not located in a currently designated Alquist-Priolo Earthquake Fault Zone,20 nor is the Project within an area of regional faults recommended for further study. The nearest known active fault is the San Gabriel Fault, approximately 1.36 miles west of the site.2122 Accordingly, impacts from fault rupture would be less than significant and no mitigation is required. ii) Strong seismic ground shaking? Less Than Significant Impact. Southern California is a seismically active region likely to experience, on average, one earthquake of Magnitude 7.0, and 10 earthquakes of Magnitude 6.0 over a period of 10 years. Active faults are those faults that are considered likely to undergo renewed movement within a period of concern to humans. These include faults that are currently slipping, those that display earthquake activity, and those that have historical surface rupture. CGS defines active faults as those which have had surface displacement within Holocene times (about the last 11,000 years). Such displacement can be recognized by the existence of sharp cliffs 20 State of California Department of Conservation, EQ ZAPP: California Earthquake Hazards Zone Application, website: https://maps. conservation.ca.gov/cgs/EQZApp/app/, accessed March 2020. 21 Ibid. 22 City of Santa Clarita General Plan, Safety Element, Exhibit S-1 Earthquake Faults in Southern California Region, Page S-4, June 2011. Master Case No. 19-089 Initial Study Paqe 79 of Santa Clarita, California in young alluvium, un-weathered terraces, and offset modern stream courses. Potentially active faults are those believed to have generated earthquakes during the Quaternary period, but prior to Holocene times. Several fault zones are located in Santa Clarita and nearby areas that could affect the City. Some of these fault zones include the San Andreas, San Fernando, San Gabriel, Holser, Sierra Madre, Santa Susana, Oak Ridge, Clearwater, Soledad, Northridge, San Francisquito and Pelona. Since Santa Clarita is located in a seismically active region, the Project will likely be subject to strong seismic ground shaking. However, the risks of earthquake damage can be minimized through proper engineering design. The Project would be designed and constructed in conformance according to seismic design criteria set forth in Section 16.13 of the California Building Code (CBC) and locally adopted seismic -design -related measures. The CBC provides specifications for structural design based on the specific ground motion intensities calculated for the Project Site. In addition, all construction work is subject to building inspection during and after construction to ensure that code specifications are properly constructed. In addition, prior to the issuance of building permits by the City's Building & Safety Division, the City requires submittal of detailed project plans subject to appropriate clearances. Further, the Project would be required to implement all design and construction recommendations in the final geotechnical evaluation prepared for the Project. Conformance to these standard engineering practices and design criteria would reduce the effects of seismic ground shaking and impacts would be less than significant and no mitigation is required. iii) Seismic -related ground failure, including liquefaction? Less Than Significant Impact With Mitigation. Liquefaction is the loss of strength of cohesionless soils when the pore water pressure in the soil becomes equal to the confining pressure. Liquefaction generally occurs as a "quicksand" type of ground failure caused by strong ground shaking. The primary factors influencing liquefaction potential include groundwater, soil type, relative density of the sandy soils, confining pressure, and the intensity and duration of ground shaking. According to the City of Santa Clarita General Plan, Safety Element, the Project area is located in a liquefaction zone and thus susceptible to liquefaction hazards.23 Although construction of the Project does not include any subterranean parking levels, potential liquefiable soils layers would be required to be removed during any excavation and grading for the foundation of the Project. Thus, impacts related to seismic -related ground failure, including liquefaction, could be significant. However, compliance with the California Building Code, the City of Santa Clarita Building Code, and with appropriate geotechnical engineering and design of the Project Site, seismic hazards, such as liquefaction, could be mitigated. 23 City of Santa Clarita General Plan, Safety Element, Exhibit S-3 Seismic Hazards, Page S-12, June 2011. Master Case No. 19-089 Initial Study Paqe 80 of Santa Clarita, California The following mitigation measure is provided to reduce impacts to seismic -related ground failure, including liquefaction, to less than significant levels: Mitigation Measure MM GS 1: Prior to issuance of grading permits, the Applicant shall submit final design plans and a final design -level geotechnical report to the City of Santa Clarita Building and Safety Division for review and approval. The design -level geotechnical report shall be used for final design of the foundation system for the structure and shall take into consideration the engineering properties beneath the proposed structure and the projected loads. The final report shall specify geotechnical design parameters that are needed by structural engineers to determine the type and sizing of structural building materials. The final report shall be subject to the specific performance criteria imposed by all applicable state and local codes and standards. The final geotechnical report shall be prepared by a registered civil engineer or certified engineering geologist and include appropriate measures to address seismic hazards (e.g., liquefaction) and ensure structural safety of the proposed structure. The proposed structure shall be designed and constructed in accordance with all applicable provisions of the California Building Code and the Santa Clarita Building Code. With implementation of Mitigation Measure MM GS-1 and compliance with CBC and Santa Clarita Building Code, project -related impacts to seismic -related ground failure, including liquefaction would be reduced to less than significant. iv) Landslides? No Impact. Landslides are mass movements of the ground that include rock falls, relatively shallow slumping and sliding of soil, and deeper rotational or transitional movement of soil or rock. According to the City of Santa Clarita General Plan, Safety Element, the Project Site is not located within an area classified susceptible to landslides.24 Additionally, the CGS California Earthquake Hazards Zone Application (EQ ZAPP) Newhall Quadrangle shows (i) the Project Site is not located within an area potentially susceptible to seismically -induced landslides; and (ii) that no landslides are mapped within the Project Site.25 Thus no Project impacts would occur from landslides and no mitigation is required. b) Result in substantial soil erosion or the loss of topsoil? Less Than Significant Impact. Grading, soil cut, and trenching during the construction phase of the Project would displace 24 City of Santa Clarita General Plan, Safety Element, Exhibit S-3 Seismic Hazards, Page S-12, June 2011. 25 State of California Department of Conservation, EQ ZAPP: California Earthquake Hazards Zone Application, website: https://maps. conservation.ca.gov/cgs/EQZApp/app/, accessed March 2020. Master Case No. 19-089 Initial Study Paqe 81 of Santa Clarita, California soils and temporarily increase the potential for soils to be subject to wind and water erosion. The contractor would be required to comply with standard engineering practices for erosion control, and a qualified soils engineer would monitor soil compaction during construction. The Project will comply with SCAQMD Rule 403, which as described in subsection 111. Air Quality of this IS/MND, would reduce the potential for wind erosion. Similarly, water erosion during construction would be substantially reduced by complying with the National Pollutant Discharge Elimination System (NPDES). As further discussed in subsection X. Hydrologyand Water Quality of this IS/MND, the Project Applicant is required to obtain an NPDES permit from the Los Angeles Regional Water Quality Control Board (RWQCB), which will incorporate best management practices (BMPs) to reduce erosion and prevent eroded soils from washing off -site during construction. Common BMPs would include watering of disturbed soil while grading and covering of soil stockpiles. Conformance with such standards, as well as standard engineering practices, CBD requirements and local engineering regulations would reduce the potential for substantial soil erosion or the loss of topsoil from the Project Site during the grading and construction phase. Thus, Project impacts would be less than significant and no mitigation is required. c) Be located on a geologic unit or soil that is unstable, or that would become unstable as a result of the project, and potentially result in on- or off -site landslide, lateral spreading, subsidence, liquefaction or collapse? Less Than Significant Impact With Mitigation. Please refer to threshold questions VII (iii) and (iv) Geology and Soils of this IS/MND, for a discussion of potential impacts related to liquefaction and landslide, respectively. As detailed, impacts to question VII (iii) Geology and Soils would be reduced to a level of less than significant with the implementation of mitigation, and no impacts would occur under question VII (iv) Geology and Soils. Lateral spreading is a phenomenon in which large blocks of intact, non -liquefied soil move downslope on a liquefied soil layer. Lateral spreading is often a regional event. For lateral spreading to occur, a liquefiable soil zone must be laterally continuous and unconstrained to move along sloping ground. Due to the potential for liquefaction, lateral spreading is anticipated to have the potential to occur on -site. Thus impacts would significant. However, compliance with the California Building Code, the City of Santa Clarita Building Code, and with the implementation of mitigation measure MM GS 1, which provides for a final -design geotechnical report, impacts would be reduce to a level of less than significant. Land subsidence is a gradual settling or sudden sinking of the earth's surface owing to subsurface movement of earth materials. Land subsidence is typically caused by compression of soft, geologically young sediments or activities related to fluid extraction (e.g., groundwater, petroleum, or natural gas). No water or oil extractions or similar practices that are typically associated with subsidence effects would occur under the Project. The Project Site is underlain primarily by Hanford sandy loam, 0% to 2% slopes; and Metz loamy sand, 0% to 2% slopes. In addition, surface materials that are disrupted/displaced would be balanced and Master Case No. 19-089 Initial Study Paqe 82 of Santa Clarita, California re -compacted on -site during Project construction. As such, impacts would be less than significant, and no mitigation is required. Soil collapse occurs when sediment moisture content increases substantially, leading to the densification of the soil, which can lead to structural damage from cracking foundations, walls, and floors. Typical causes of soil collapse include infiltration resulting from poor surface drainage, irrigation water, or leaking pipes into low -density, silty sandy soil in semi -arid and and climates that are not regularly subjected to saturation. The Project Site is underlain primarily by Hanford sandy loam, 0% to 2% slopes; and Metz loamy sand, 0% to 2% slopes. Additionally, the Project Site would be primarily covered by the proposed building and paving and only minor amounts of landscaping would allow infiltration of rainwater or irrigation. Accordingly, the Project would not be expected to cause or accelerate or exacerbate conditions at the Project Site related to soil collapse and Project impacts would be less than significant, and no mitigation is required. d) Be located on expansive soil, as defined in Table 18-1-B of the Uniform Building Code (1997), creating substantial direct or indirect risks to life or property? Less Than Significant Impact. Expansive soils generally result from specific clay minerals that expand when saturated and shrink when dry. The near -surface soils on the Project Site are characteristically Hanford sandy loam, 0% to 2% slopes; and Metz loamy sand, 0% to 2% slopes. Thus, the Project Site soils do not contain specific clay minerals, which would exhibit expansive soil characteristics and, as such. would have low expansion potential. Further, adherence to standard engineering practices contained within the most recent Uniform Building Code (UBC) would reduce any risks. Therefore, impacts resulting from exposure of people or structures to potential substantial adverse effects of expansive soil would be less than significant and no mitigation is required. e) Have soils incapable of adequately supporting the use of septic tanks or alternative wastewater disposal systems where sewers are not available for the disposal of wastewater? No Impact. The Project does not include the implementation of septic tanks or alternative wastewater disposal systems. The Project would be served by the City's existing public wastewater system. Therefore, the soil suitability for septic tanks or alternative wastewater disposal systems is not applicable to this Project. As such, the Project would have no impacts related to septic tanks and no mitigation is required. t) Directly or indirectly destroy a unique paleontological resource or site or unique geologic feature? Less Than Significant Impact With Mitigation. A significant impact could occur if grading or excavation activities associated with a project would disturb paleontological resources or unique geologic features which presently exist within a Project Site. Paleontological resources are the fossilized remains of organisms from prehistoric environments found in geologic strata. These resources are valued for the information they yield about the history of the earth and its past ecological settings. There are two types of resources; vertebrate and invertebrate paleontological resources. These resources are found Master Case No. 19-089 Initial Study Paqe 83 of Santa Clarita, California in geologic strata conducive to their preservation, typically sedimentary formations. Paleontological sites are those areas that show evidence of pre -human activity. Often, they are simply small outcroppings visible on the surface or sites encountered during grading. While the sites are important indications, it is the geologic formations that are the most important since they may contain important fossils. Potentially sensitive areas for the presence of paleontological resources are based on the underlying geologic formation. The potential for fossil occurrence depends on the rock type exposed at the surface in a given area. As previously discussed in subsections IV Biological Resources (a, b and c) and V Cultural Resources (b), the Project Site is a flat, vacant and disturbed with on -going vegetation control (e.g., disking) and off -road vehicles (as evinced by tire ruts). Further, dirt from the Golden Valley Road construction was deposited on the Project Site in 2003 and further graded with additional soil deposited in 2011. A Vertebrate Paleontological Records Check for paleontological resources was conducted for the Project by the Natural History Museum of Los Angeles County, Vertebrate Paleontological Section on March 19, 2020 which is hereby incorporated by reference.26 The Natural History Museum of Los Angeles County, Vertebrate Paleontological Section reviewed paleontological collection records for the locality and specimen data for the Project Site. The Natural History Museum of Los Angeles County, Vertebrate Paleontological Section records indicate there are not any vertebrate fossil localities that lie directly within the proposed Project area boundaries, but there are localities nearby from the same sedimentary deposits that probably occur at depth in the proposed Project area. In the entire proposed Project area there are surface deposits of younger Quaternary Alluvium, derived either as alluvial fan deposits from the surrounding hills via the drainages leading into the Santa Clara River or from overflow deposits from the Santa Clara River that currently flows immediately to the north. These younger Quaternary deposits usually do not contain significant vertebrate fossils in the very uppermost layers, but they may be underlain at relatively shallow depth by older sedimentary deposits that do contain significant fossil vertebrate remains. In the more elevated terrain on both sides of Soledad Canyon there are exposures of the Plio-Pleistocene Saugus Formation. The closest vertebrate fossil localities from the Saugus Formation are LACM 7988 and 7989, just northeast of the proposed Project area in two drainages on the north side of Soledad Canyon leading into the Santa Clara River, that produced fossil specimens of finch, Fringillidae, pocket mouse, Heteromyidae, squirrel, Sciuridae, pocket gopher, Thomomys, and deer mouse, Peromyscus hagermanensis, obtained from screen -washed sediment samples. The next closest vertebrate fossil localities from the Saugus Formation, or possibly the older Quaternary sediments, are LACM 6803- 26 The records search results from Natural History Museum Los Angeles County are available in Appendix E to this I S/MND. Master Case No. 19-089 Initial Study Paqe 84 of Santa Clarita, California 6804, just south of and due west of the proposed Project area, south of Bouquet Junction on the east side of Bouquet Canyon Road, that produced fossil specimens of camel, Camelidae, and horse, Equus. Farther northwest of the proposed Project area, between Wayside Canyon and San Francisquito Canyon, the Saugus Formation locality LACM 6871 produced fossil specimens of dog, Canidae, in addition to horse, Equus. Shallow excavations in the younger Quaternary alluvial deposits exposed throughout the Project area probably will not encounter significant fossil vertebrate remains. Deeper excavations that extend down into older sedimentary deposits, however, may well uncover significant vertebrate fossils. Any substantial excavations in the proposed Project area, therefore, should be monitored closely to quickly and professionally recover any fossil remains while not impeding development. Also, sediment samples should be collected and processed to determine the small fossil potential in the proposed project area. Any fossils recovered during mitigation should be deposited in an accredited and permanent scientific institution for the benefit of current and future generations. The Project construction would include grading of the entire site. The Project would require approximately 6,956 CY of cut, approximately 1,453 CY of fill, and an export of 5,503 CY. No soil import is proposed. While the likelihood of discovery is low, the possibility exists that paleontological artifacts may be present. To reduce potential impacts to paleontological resources that may be inadvertently discovered during construction, mitigation is provided. The mitigation measure requires avoidance if there is an inadvertent discovery until a significance determination can be made by a qualified paleontologist, and adherence to appropriate measures if the find is determined to be significant under CEQA. The following mitigation measure is provided to reduce potential impacts to paleontological resources to less than significant levels. MM GS 2: If paleontological resources are exposed during construction activities for the Project, all construction work occurring within 100 feet of the find shall immediately stop until a qualified paleontologist can evaluate the significance of the find. The qualified paleontologist shall also monitor the remaining ground - disturbing activities. Depending upon the significance of the find, the paleontologist may simply record the find and allow work to continue. If the find is determined to be a unique paleontological resource, then a mitigation program shall be developed and implemented in accordance with the provisions of CEQA as well as the guidelines of the Society of Vertebrate Paleontology (1995). With implementation of Mitigation Measure MM GS-2, project -related impacts to paleontological resources would be reduced to less than significant. g) Result in earth movement or grading exceeding 100,000 cubic yards? Less Than Significant Impact. The project would involve 6,956 (approximately 7,000) cubic yards of grading (cut). Master Case No. 19-089 Initial Study Paqe 85 of Santa Clarita, California 1,453 cubic yards would be used to fill on site, with the balance being exported off site. As this is less than 100,000 cubic yards, any impact would be less than significant. 1 r �! m r= a E y = o rnE C M rna.+ 0 10 rn E o a cn min min z Vill. GREENHOUSE GAS EMISSIONS. Would the project: a. Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the ❑ ❑ ® ❑ environment? b. Conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of greenhouse ❑ ❑ ® ❑ gases? The following information utilized in this section of the Initial Study is based on the Air Quality and Greenhouse Gas Analysis — Proposed Storage Facility in Santa Clarita Project (Air Quality Report) prepared for the Project by LSA, September 10, 2019, and Revisions to Air Quality and Greenhouse Gas Analysis, Memorandum, July 8, 2020, which is hereby incorporated by reference. The Air Quality/Greenhouse Gas Emissions Memorandum is provided as Appendix A to this IS/MND. a) Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment? Less Than Significant Impact. Construction and operation of the Project would generate GHG emissions, with the majority of energy consumption (and associated generation of GHG emissions) occurring during the Project's operation (as opposed to during its construction). Typically, more than 80 percent of the total energy consumption takes place during the use of buildings, and less than 20 percent of energy is consumed during construction. Overall, the following activities associated with the proposed Project could directly or indirectly contribute to the generation of GHG emissions: • Construction Activities: During construction of the project, GHGs would be emitted through the operation of construction equipment and from worker, truck, and vendor vehicles, each of which typically uses fossil -based fuels to operate. The combustion of fossil -based fuels creates GHGs (e.g., CO2, CHa, and N2O). Furthermore, CHa is emitted during the fueling of heavy equipment. • Gas, Electricity, and Water Use: Natural gas use results in the emission of two GHGs: CHa (the major component of natural gas) and CO2 (from the combustion of natural gas). Electricity use can result in GHG production if the electricity is generated by combusting fossil fuel. California's water conveyance system is energy - intensive. Preliminary estimates indicate that the total energy used to pump and treat Master Case No. 19-089 Initial Study Paqe 86 of Santa Clarita, California this water exceeds 6.5 percent of the total electricity used in the State per year (State of California 2008). • Solid Waste Disposal: Solid waste generated by the Project could contribute to GHG emissions in a variety of ways. Landfilling and other methods of disposal use energy for transporting and managing the waste, and they produce additional GHGs to varying degrees. Landfilling, the most common waste management practice, results in the release of methane (CHa) from the anaerobic decomposition of organic materials. CHa is 25 times more potent a GHG than CO2. However, landfill CHa can also be a source of energy. In addition, many materials in landfills do not decompose fully, and the carbon that remains is sequestered in the landfill and not released into the atmosphere. • Motor Vehicle Use: Transportation associated with the proposed Project would result in GHG emissions from the combustion of fossil fuels in daily automobile and truck trips. Preliminary guidance from the OPR and recent letters from the Attorney General critical of CEQA documents that have taken different approaches indicate that lead agencies should calculate, or estimate, emissions from vehicular traffic, energy consumption, water conveyance and treatment, waste generation, and construction activities. Consistency with Greenhouse Gas Reduction Plans Due to the cumulative nature of climate change, the assessment of Project -generated GHG emissions and the effects of global climate change impacts can only be analyzed from a cumulative context. Therefore, the analysis focuses on the Project's incremental contribution of GHG emission to cumulative climate change impacts. The City's adopted CAP defines a local threshold of significance for GHG emissions for project level submittals that trigger review by the CEQA. According to the CAP, a project would be considered consisted with the CAP if it is consistent with the General Plan and zoning ordinance. Projects that require a zone change or General Plan Amendment must demonstrate consistency with the CAP. Because goals, objectives and policies approved under the General Plan are forecast to meet the GHG emission reduction targets mandated by AB 32 and SB 32, development projects that are able to demonstrate consistency with the General Plan and zoning ordinance will by association demonstrate consistency with the CAP. This threshold of significance is consistent with the SCAQMD's Tier 2 draft threshold noted above and will be the primary threshold of significance for the consistency analysis. As such, if a project can demonstrate consistency with the General Plan and zoning ordinance, then that project would by association be consistent with a City's CAP and result in a less than significant project -level impact. Master Case No. 19-089 Initial Study Paqe 87 of Santa Clarita, California The proposed Project Site has a General Plan and zoning designations of Community Commercial (CC). These zones are intended for a major commercial retail development, which is encouraged to create commercial uses adjacent to major arterials. According to the Chapter 17.34.010 of the City's land use zoning code, the CC zoning designation is intended for business providing retail and service uses that primarily serve the local market. Representative uses include restaurants, clothing stores, hardware and auto parts stores, grocery markets, pharmacies, banks and financial services, specialty retail, theaters and nightclubs, day care centers, and medical services. In accordance to the City's General Plan, these active commercial land uses with the potential of up to 374 employees on -site are typically located along arterial streets or at the intersections of high traffic corridors. The existing CC land uses at the 2.26 acre site could generate up to approximately 4,500 vehicle trips per day, which is estimated in the City's General Plan growth forecast and SCAG's travel demand forecast for the 2016 RTP/SCS. Self -storage facilities are not considered an active commercial use, instead they are considered passive commercial land uses (assuming less than 10 employees). The proposed Project would include the development of a 3-story self —storage facility consisting of 156,060 square feet of commercial uses. The proposed Project at the 2.26-acre site would generate approximately 196 vehicle trips per day. The Project would require a General Plan and Zoning Map Amendment to change the CC land use and zoning classification of the site to Business Park. Thus, the Project would generate a lower GHG emissions due to lower employment counts and vehicle trips than what was accounted for in the SCAG's RTP/SCS and City's CAP, which itself is based on land uses identified in the General Plan. Therefore, because the proposed Project is consistent with the GHG reduction goals in the State Scoping Plan, the proposed Project is by association consistent with the City's CAP. Based on the information provided above, the Project would not conflict with any applicable plan, policy, or regulation adopted for the purpose of reducing the emissions of greenhouse gases and these impacts would be less than significant, and no mitigation is required. Construction GHG Emissions The proposed Project construction emissions were calculated using CaIEEMod Version 2016.3.2. CaIEEMod calculates emissions from off -road equipment usage and on -road vehicle travel associated with haul, delivery, and construction worker trips. GHG emissions during construction were forecast based on the proposed construction schedule and applying the mobile source derived from the SCAQMD-recommended CaIEEMod. The calculations of the emissions generated during project construction activities reflects the types and quantities of construction equipment that would be used to grade and excavate the Project Site, construct the proposed building and related improvements, and plant new landscaping within the Project Site. Master Case No. 19-089 Initial Study Paqe 88 of Santa Clarita, California Table 10, Regional Construction Emissions, lists the annual GHG emissions for each of the planned construction phases (details are provided in the CaIEEMod output in Appendix A). Table 10 Regional Construction Emissions Peak Annual Emissions MT/yr Total Emissions Construction Phase ' CO2' CH4 N',2,0 CO20 per Calendar Year MT/CO2e Site Preparation 3 0.00 0.00 3 Grading 32 0.00 0.00 32 Building Construction 415 0.05 0.00 417 464 Paving 9 0.00 0.00 9 Architectural Coatings 3 0.00 0.00 3 Total Construction Emissions Amortized over 30 years 15 Note: Numbers may appear to not sum correctly due to rounding. CH4 = methane CO2 = carbon dioxide CO2e = carbon dioxide equivalent MT/CO2e = metric tons of carbon dioxide equivalent MT/yr = metric tons per year N20 = nitrous oxide Source: LSA, July 2020 Operational GHG Emissions Long-term operation of the proposed Project would generate GHG emissions from area and mobile sources and indirect emissions from stationary sources associated with energy consumption. The emission calculations for the proposed Project include credits or reductions for consistency with regulatory requirements set forth in this GHG analysis, such as reductions in energy or water demand (compliance with 2020 CALGreen). The proposed facility would only run air conditioning units when ambient temperature is over 80 degrees and lighting system will be on motion detection sensors. Minimal water usage would be associated with two onsite restrooms. Operational and construction GHG emissions, as shown in Table 11, Operational Greenhouse Gas Emissions, were calculated using CaIEEMod (Version 2016.3.2). Based on SCAQMD guidance, construction emissions were amortized over 30 years (a typical project lifetime) and added to the total project operational emissions. Mobile - source emissions of GHGs would include project- generated vehicle trips associated with the project. Area -source emissions would be associated with small activities including landscaping and maintenance of proposed land uses. Increases in stationary -source emissions would also occur at off -site electrical utility providers as a result of demand for electricity by the proposed Project. Master Case No. 19-089 Initial Study Paqe 89 Table 11 Oneration Greenhouse Gas Emissions of Santa Clarita, California Source Pollutant Emissions MT/ r 8110-02 NBIo-M, Total CO2 OH4 N24 CO2e Construction Emissions Amortized 0 15 15 <0.01 0.00 15 over 30 Years Operation Emissions Area 0.00 <1 <1 <0.01 0 <1 Energy 0.00 148 148 <0.01 <0.01 149 Mobile 0.00 463 463 0.02 0 464 Waste 0.04 0 <1 <0.01 0 <1 Water <0.01 <1 <1 <0.01 0 <1 Total Project 0.004 626 626 0.02 0 627 Emissions SCAQMD Tier 3 Threshold 3,000 Significant? No Bio-0O2 = biologically generated CO2 CH4 = methane CO2 = carbon dioxide CO2e = carbon dioxide equivalent MT/yr = metric tons per year N20 = nitrous oxide NBio-0O2 = non -biologically generated CO2 SCAQMD = South Coast Air Quality Management District Source: LSA, July 2020 For CEQA purposes, the City has discretion to select an appropriate significance criterion, based on substantial evidence. The SCAQMD's adopted numerical threshold of 3,000 MTCO2e per for commercial land uses is selected as the significance criterion that has been supported by substantial evidence during SCAQMD adoption of its interim standards. As shown in Table 11, the proposed Project would generate 627 MT CO2e/yr. The project's emissions are less than the SCAQMD Tier 3 threshold of 3,000 MT CO2e/yr for all land use types. Based on this GHG analysis, the proposed Project impacts would be less than significant and no mitigation measures would be required. b) Conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of greenhouse gases? Less Than Significant Impact. This discussion provides a consistency analysis of the extent that the proposed Project complies with or exceeds performance -based standards included in the regulations outlined in the applicable portions of the Climate Change Scoping Plan, RTP/SCS, and City's CAP. As shown herein, the proposed Project would be consistent with the applicable GHG reduction plans and policies. Climate Change Scoping Plan The goal to reduce emissions to 1990 levels by 2020 (executive order S-3-05) was codified by the Legislature as the 2006 Global Warming Solution Act (AB 32). In 2008, the ARB approved a Climate Change Scoping Plan as required by AB 32. The Climate Change Master Case No. 19-089 Initial Study Paqe 90 of Santa Clarita, California Scoping Plan has a range of GHG reduction actions, which include direct regulations, alternative compliance mechanisms, monetary and non -monetary incentives, voluntary actions, market -based mechanisms, such as a cap -and- trade system, and an AB 32 implementation fee to fund the program. As shown in Table 11, the proposed Project operation would result in net increase of 627 MT CO2e/yr. The breakdown of emissions by source category shows approximately less than 1 percent from area sources, 32 percent from energy consumption, 66 percent from mobile sources, less than 1 percent from solid waste generations, and less than 1 percent from water supply, treatment, and distribution. Regional Transportation Plan/Sustainable Communities Strategy The SCAG region was home to about 18.3 million people in 2012 and currently includes approximately 5.9 million homes and 7.4 million jobs. By 2040, the integrated growth forecast projects that these figures will increase by 3.8 million people, with nearly 1.5 million more homes and 2.4 million more jobs. The 2016 RTP/SCS is the region's transportation and sustainability investment strategy for protecting and enhancing the region's quality of life and economic prosperity through this period. The 2016 RTP/SCS is also expected to help California reach its GHG reduction goals, with reductions in per capita transportation emissions of 9 percent by 2020 and 16 percent by 2035. In addition, the 2016 RTP/SCS GHG emissions reduction trajectory shows that more aggressive GHG emissions reductions are projected for 2040. The 2016 RTP/SCS would result in an estimated 8 percent decrease in per capita GHG emissions by 2020, 18 percent decrease in per capita GHG emissions by 2035, and 21 percent decrease in per capita GHG emissions by 2040. By meeting and exceeding the SB 375 targets for 2020 and 2035, as well as achieving an approximately 21 percent decrease in per capita GHG emissions by 2040, the 2016 RTP/SCS is expected to fulfill and exceed its portion of SB 375 compliance with respect to meeting the California's GHG emission reduction goals. At the regional level, the 2016 RTP/SCS is an applicable plan adopted for the purpose of reducing GHGs. Generally, projects are consistent with the provisions and general policies of applicable City and regional land use plans and regulations, such as SCAG's SCS, if they are compatible with the general intent of the plans and would not preclude the attainment of their primary goals. Although the proposed Project would require approval of a General Plan Amendments and Zone Change to allow for the proposed self -storage facility, the proposed Project would generate less population and employment growth than associated with the approved Community Commercial zone for the site. Moreover, the Project would generate fewer vehicle trips to and from the site, which would result in fewer GHG emissions. The proposed Project would also result in fewer GHG emissions due to the nature of the Project as a self -storage use. Therefore, the proposed Project would be consistent with the GHG reduction- related actions and strategies contained in the 2016 RTP/SCS. Master Case No. 19-089 Initial Study Paqe 91 City of Santa Clarita Climate Action Plan (CAP) of Santa Clarita, California As discussed above, the CAP sets a threshold of significance for GHG emissions for CEQA projects. As detailed in the previous section, the project would be consistent with City's CAP emission reduction strategies and applicable State regulations. The proposed Project would comply with performance- based standards included in the Green Building Code (e.g., 2020 Building Energy Efficiency Standards). The Project would also be consistent with the GHG reduction goals of the adopted CAP. The City's CAP is under revision and a new CAP is expected to be adopted in late 2020 or early 2021. As proposed, the Project would be consistent with the most recent CAP. In summary, the regulatory compliance analysis provided above demonstrates that the proposed Project would comply with the regulations and reduction goals outlined in the Climate Change Scoping Plan, RTP/SCS, and the City's most recently adopted CAP. Therefore, the proposed Project would not conflict with any applicable plan, policy, or regulation of an agency adopted for the purpose of reducing the GHG emissions. 1 r r �! m r= a y = o rnE a cn C M rna.+ min 0 10 rnE min E o z IX. HAZARDS & HAZARDOUS MATERIALS. Would the project: a. Create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous ❑ ❑ ® ❑ materials? b. Create a significant hazard to the public or the environment through reasonably foreseeable conditions involving the ❑ ❑ ® ❑ release of hazardous materials into the environment? c. Emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within one -quarter ❑ ❑ ❑ mile of an existing or proposed school? d. Be located on a site which is included on a list of hazardous materials sites compiled pursuant to Government Code ❑ ❑ ❑ Section 65962.5 and, as a result, would it create a significant hazard to the public or the environment? e. For a project located within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project result in safety ❑ ❑ ❑ hazard or excessive noise for people residing or working in the project area? f. Impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation ❑ ❑ ❑ plan? Master Case No. 19-089 Initial Study Paqe 92 of Santa Clarita, California 1 m �„ r r �3 o m m r �! m 2„ r= a E y = C M rna.+ 0 10 rn o rnE a cn min min E o z g. Expose people or structures, either directly or indirectly, to a ❑ ❑ ❑ significant risk of loss, injury or death involving wildland fires? a) Create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials? Less Than Significant Impact. Project construction would involve limited use of toxic or hazardous substances that are typical for construction -related activities (e.g., oil, fuel for vehicles and construction equipment, hydraulic fluids, cleaners, solvents, paints); nevertheless, there is the possibility of accidental release (e.g., spilling of hydraulic fluid or diesel fuel from construction equipment maintenance). Such inadvertent incidents are expected to involve small volumes and low concentrations, and the contractor would be required to employ standard cleanup and safety procedures to minimize the potential for public exposure from accidental releases of such substances into the environment. Best management practices (BMPs) for the proper handling, use, and disposal of hazardous materials during construction would be required in accordance with regulatory requirements and manufacturer recommendations (see X. Hydrology and Water Quality, below). Project construction would also comply with regulations within the Clean Air Act, Clean Water Act, Comprehensive Environmental Response, Compensation and Liability Act, and the Toxic Substances Control Act regarding proper disposal of hazardous materials and the protection of public. Therefore, construction -related impacts would be less than significant and no mitigation measures would be required. Based on the proposed land use, Project operations are expected to use limited amounts of toxic or hazardous substances that would be used for routine maintenance typical of commercial land uses (e.g., paints, cleaning products, landscaping chemicals, etc.). The use of substantial amounts of such substances is not anticipated. The level of risk associated with the accidental release of any such hazardous substances would not be considered significant due to the anticipated small volume and/or low concentration of hazardous materials. Use of these substances would be in compliance with applicable federal, State, and local regulations pertaining to the handling, storage, and disposal of toxic and/or hazardous substances to protect human health and safety and to maintain a low risk of exposure to the general public relative to accidental releases of such substances. With adherence to regulations pertaining to the handling of hazardous materials and implementation of standard BMPs for their use, potential exposures of people or the environment through the routine transport, use, or disposal of hazardous materials during operation would be less than significant and no mitigation is required. b) Create a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the Master Case No. 19-089 Initial Study Paqe 93 of Santa Clarita, California environment? Less Than Significant Impact. As detailed in response a), above, adherence to applicable hazardous materials regulations and implementation of BMPs for their use, the Project would not be expected to result in a release of hazardous materials into the environment during construction or operation. However, during the short-term period of Project construction, there is the possibility of accidental release of hazardous substances should grading encounter contaminated soil or groundwater beneath the Project Site. An environmental database record search was completed for the Project Site and all surrounding areas within a quarter -mile buffer using the California Department of Toxic Substances Control's (DTSC) EnviroStor database and State Water Resources Control Board's (SWRCB) GeoTracker database. The EnviroStor database did not identify any known sites or facilities associated with the Project Site, and within a quarter -mile radius of the Project Site.27 Thus no impacts would occur. As such, impacts related to the release of hazardous materials into the environment in regards to the on -site or off -site cleanup program site would be less than significant. Furthermore, the Project Site is a vacant, undeveloped lot with no structures. Thus no asbestos -containing materials (ACMs) and/or lead -based paints (LBP) is present on the Project Site. Therefore, Project impacts, would be less than significant and no mitigation is required. c) Emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within one -quarter mile of an existing or proposed school? No Impact. There are no schools located within a quarter mile of the Project. The closest school to the Project Site is the Rio Vista Elementary School, located 1.1 miles east of the Project Site at 20417 Cedarcreek Street. The Project would not handle hazardous or acutely hazardous materials, substances or waste, and, as detailed above under subsection IX Hazards and Hazardous Materials (a), and impacts associated with the routine transport, use, or disposal of hazardous materials would be less than significant during construction and operation of the Project. Therefore, no impacts would occur and no mitigation is required. d) Be located on a site which is included on a list of hazardous materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, would it create a significant hazard to the public or the environment? No Impact. As previously discussed in section IX.9b, above, an environmental database record search was completed for the Project Site and surrounding areas within a quarter -mile radius using the EnviroStor and GeoTracker databases. The Project Site was not listed on any sites or facilities compiled by these databases. As such, no 27 California Department of Toxic Substances Control, EnviroStor, website: htt a :1AAvn�vv enWrostor: p..........dtsc. c.o.......e./p.ubd�.................... ..........................................................................................................a ......m....................................................................................................................................Y....w.....f...............n........t..........r.......w.....1.........r....a....e..+...........P..A....P.....2.......f............w....a..n...........w....t...h..................w....f.....; ......�......o......t.........�......5...... antai Ciarita%2f;w CaliforniaCliaccessed March 2020. ..................................................................................................................................................................................................... Master Case No. 19-089 Initial Study Paqe 94 of Santa Clarita, California impact related to the Project Site's inclusion on lists of hazardous materials site would occur and no mitigation is required. e) For a project located within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project result in a safety hazard or excessive noise for people residing or working in the project area? No Impact. The Project Site is not located within an airport land use plan or within two miles of an airport or a private airstrip. There are no airports or private airstrips within or adjacent to the City of Santa Clarita. Van Nuys Airport operated by the Los Angeles World Airports, approximately 14 miles to the south of the Project Site. Whitman Airport is located approximately 12 miles southeast of the Project Site, and the Agua Dulce Airport is located 12 miles to the northeast. Thus, implementation of the Project would not result in a safety hazard for people residing or working in proximity to an airport. Therefore, the Project would have no associated impacts and no mitigation is required. f) Impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan? No Impact. The Santa Clarita Valley has three freeway access routes: Interstate 5 (1-5) and State Route 14 (SR 14) with a north -south directional access and SR 126 with access to the west. These highways are intended to be used for evacuation purposes in the event of an emergency such as fire or an earthquake. In addition to addressing evacuation routes, detour routes have been established through the Santa Clarita Valley in the event the local freeways are closed. Traffic control during evacuation procedures will be based on the nature of the emergency and the condition of the roads. Temporary signage will be placed by the City and County Public Works Departments to ensure evacuation routes are clearly marked for motorists. Golden Valley Road that borders the Project Site on the east, provides access to 1-5 via Newhall Ranch Road and directly to SR 14. The portion of Golden Valley Road bordering the Project Site is elevated above the site with no planned Project direct access. Site access is provided by Valley Center Drive that wraps around the northern site boundary and intersects with Golden Valley Road. It is not anticipated that construction activities would block or interfere with access to Golden Valley Road. Further, the construction and operation of the Project would not place any permanent or temporary physical barriers on any existing roadways. In addition, the Project Site is not utilized by any emergency response agencies, and no emergency response facilities exist adjacent or near the Project Site and vicinity. Therefore, the Project would have no impact related to emergency response plan or emergency evacuation plan and no mitigation is required. g) Expose people or structures, either directly or indirectly, to a significant risk of loss, injury or death involving wildland fires? No Impact. The City of Santa Clarita General Plan Safety Element indicates that the Project Site is not located in a fire hazard zone, and thus does not Master Case No. 19-089 Initial Study Paqe 95 of Santa Clarita, California have any potential risk for wildfire to occur.28 Accordingly, no impact would occur and no mitigation is required. For additional wildfire analysis, please refer to section XX. Wildfire, below. 1 r �! m r= a y = o rnE a cn C M rna.+ min 0 10 rnE min E o z X. HYDROLOGY AND WATER QUALITY. Would the project: a. Violate any water quality standards or waste discharge requirements or otherwise substantially degrade surface or ❑ ❑ ® ❑ groundwater quality? b. Substantially decrease groundwater supplies or interfere substantially with groundwater recharge such that the project ❑ ❑ ® ❑ may impede sustainable groundwater management of the basin? c. Substantially alter the existing drainage pattern of the site or area including through the alteration of the course of a stream or river or through the addition of impervious surfaces, in a manner which would: (i) result in substantial erosion or siltation on- or off- site? ❑ ❑ ® ❑ (ii) substantially increase the rate or amount of surface runoff ❑ ❑ ® ❑ in a manner which would result in flooding on or off site? (iii) create or contribute runoff water which would exceed the capacity of existing or planned stormwater drainage ❑ ❑ ® ❑ systems or provide substantial additional sources of polluted runoff? (iv)impede or redirect flood flows? ❑ ❑ ® ❑ d. In flood hazard, tsunami, or seiche zones, risk release of ❑ ❑ ❑ pollutants due to project inundation? e. Conflict with or obstruct implementation of a water quality ❑ ❑ ® ❑ control plan or sustainable groundwater management plan? a) Violate any water quality standards or waste discharge requirements or otherwise substantially degrade surface or groundwater quality? Less Than Significant Impact. The Project Site is located within the Santa Clara River Basin, a watershed that encompasses approximately 1,634 square miles. From its headwaters in the San Gabriel Mountains to its terminus at the Pacific Ocean, the Santa Clara River flows approximately 84 miles. The approximately 2.3-acre Project Site is generally flat and slopes gently to the south with 28 City of Santa Clarita General Plan, Safety Element, Exhibit S-6 Fire Hazard Zones, Page S-22, June 2011. Master Case No. 19-089 Initial Study Paqe 96 of Santa Clarita, California elevation of 1,270 in the northeast to 1,256 feet to the southwest. Drainage across the site is by sheetflow (i.e., along the surface) to Valley Center Drive to the west and to the south. Currently, there are no structures or impermeable surfaces on site. The soils are well drained and vegetation consists of nonnative grassland with patches of mixed herbaceous ruderal/invasive species and bare ground in several areas. Given the consistency of the soil and lack of impermeable surfaces, stormwater is assumed to be absorbed into the ground. In the event saturation occurs, surface water runoff would flow southerly to the street which discharges the stormwater into the local storm drain system. Underground storm drainage facilities are located offsite along Valley Center Drive. Section 303 of the federal Clean Water Act requires states to develop water quality standards to protect the beneficial uses of receiving waters. In accordance with California's Porter -Cologne Water Quality Control Act, each of the Regional Water Quality Control Boards (RWQCBs) is required to develop water quality objectives that ensure its region meets the requirements of Clean Water Act Section 303. Santa Clarita is within the jurisdiction of the Los Angeles RWQCB. The Los Angeles RWQCB adopted water quality objects in its in its Stormwater Quality Management Plan (SQMP). This SQMP is designed to ensure stormwater achieves compliance with receiving water limitation. Thus, stormwater generated by a development that complies with the SQMP does not exceed the limitations of receiving waters and thus does not exceed water quality standards. Section 402 of the Clean Water Act, which is known as the National Pollutant Discharge Elimination System (NPDES) program, regulates point source and nonpoint source discharges to surface waters. Under this section, municipalities are required to obtain permits for the water pollution generated by stormwater in their jurisdiction. These permits are known as Municipal Separate Storm Sewer Systems (MS4) permits. Stormwater and non-stormwater flows enter and are conveyed through the MS4 and discharged to surface water bodies of the Los Angeles region. These discharges are regulated under countywide waste discharge requirements contained in Order No. R4-2012-0175 (NPEES Permit No. CAS004001). Further, as outlined in the Municipal Code Chapter 17.90, all grading plans and permits must demonstrate NPDES compliance, and all best management practices must be installed before grading begins. In addition, Zoning Code Chapter 17.95, Standard Urban Stormwater Management Plan Implementation, contains requirements for post -construction stormwater activities and facility operations of development and redevelopment projects comply with the current MS4. In part, adherence requires that water quality impacts of development projects are lessened by using smart growth practices and integrating low -impact development (LID) design principles to mimic predevelopment hydrology through infiltration, evapotranspiration, and rainfall harvest. The project's LID design is based on meeting the County's primary standard of capturing the volume of runoff generated from the 851" percentile storm event, with one inch of rainfall. Master Case No. 19-089 Initial Study Paqe 97 Surface Water Quality Construction of Santa Clarita, California Construction activities such as earth moving, maintenance/operation of construction equipment, and handling/storage/disposal of materials could contribute to pollutant loading in stormwater runoff. However, as Project construction would disturb more than one acre of soil, the Project would be required to obtain coverage under the NPDES Construction General Permit. Construction associated with the Project would be subject to the requirements of the Los Angeles County MS4 Permit, as previously described, controls the quality of runoff entering municipal storm drains in the County. In accordance with the requirements of the permit, the Project would prepare and implement a site -specific Storm Water Pollution Prevention Plan (SWPPP) adhering to the California Stormwater Quality Association Best Management Practices (BMP) Handbook. The SWPPP would specify BMPs to be used during construction. BMPs would include but not be limited to: erosion control, sediment control, non-stormwater management, and materials management. Construction activities for the Project would include excavation for foundations and grading. Therefore, the Project would not require dewatering during construction. With the implementation of site -specific BMPs included as part of the SWPPP, the Project would reduce or eliminate the discharge of potential pollutants from stormwater runoff. In addition, the Project Applicant would be required to comply with City grading permit regulations, which require necessary measures, plans (including a wet weather erosion control plan if construction occurs during the rainy season), and inspection to reduce sedimentation and erosion. Therefore, with compliance with NPDES requirements, SUSMP and SWPPP, in addition the City of Santa Clarita grading permit regulations, construction of the Project would not result in discharge that would violate any water quality standard orwaste discharge requirements. Thus, construction -related impacts on surface water quality would be less than significant, and no mitigation measures are required. Operation Operation of the Project would introduce sources of potential water pollution that are typical of commercial developments (e.g., cleaning solvents, pesticides for landscaping, and petroleum products associated with circulation areas). Stormwater runoff from precipitation events could also potentially carry urban pollutants (e.g., nutrients, pesticides, metals, pathogens, and oil and grease) into municipal storm drains. However, in accordance with the LID Manual, post -construction stormwater runoff from a new development must be infiltrated, evapotranspirated, captured and used, and/or treated through high efficiency BMPs onsite for at least the volume of water produced by the greater of the 851" percentile storm or the 0.75- inch storm event. The Project would implement BMPs for managing stormwater runoff in accordance with the current City of Santa Clarita requirements. The Project BMPs would control stormwater runoff with no increase in runoff resulting from the Project. The Project proposes bioswales to the south of the Project Site and along Valley Center Drive. Bioswales Master Case No. 19-089 Initial Study Paqe 98 of Santa Clarita, California are linear channels designed to concentrate and convey stormwater runoff while removing debris and pollution. The bioswale design has not been finalized but will be vegetated, mulched, and/or xeriscaped. The Project would comply with all applicable State, regional, and local regulations, policies, and requirements with regard to surface water quality, and would implement BMPs for the control and retention of stormwater and eroded sediments. Based on the above, the Project would result in less than significant impacts to surface water quality during operation and no mitigation is required. Groundwater Quality Construction The Project would only require minimal excavation for foundations and grading of the Project Site. Thus, construction of the Project would not be expected to encounter groundwater. Further, compliance with all applicable federal, State, and local requirements concerning the handling, storage and disposal of hazardous waste, would reduce the potential for the construction of the Project to release contaminants into groundwater that could affect existing contaminants, expand the area or increase the level of groundwater contamination. Therefore, the Project would result in less than significant impacts to groundwater quality during construction no mitigation is required. Operation Operational activities that could affect groundwater quality include spills of hazardous materials and leaking underground storage tanks. No underground storage tanks are currently operated at the Project Site nor would any be operated by the Project. In addition, while the Project would slightly increase the use of on -site hazardous materials, compliance with all applicable existing regulations at the Project Site regarding the handling and potentially required cleanup of hazardous materials would prevent the Project from affecting or expanding any potential areas of contamination, increasing the level of contamination, or causing regulatory water quality standards at an existing production well to be violated, as defined in the California Code of Regulations, Title 22, Division 4, Chapter 15 and the Safe Drinking Water Act. The Project would not include the installation or operation of water wells, or any extraction or recharge system that is in the vicinity of the coast, an area of known groundwater contamination or seawater intrusion, a municipal supply well, or spreading ground facility. Furthermore, operation of the Project would not require permanent dewatering. The Project would comply with all applicable State, regional, and local regulations, policies, and requirements with regard to groundwater quality and would avoid the release of contaminants into groundwater through proper site maintenance. Based on the above, the Project would result in less than significant impacts to groundwater quality during operation and no mitigation is required. Master Case No. 19-089 Initial Study Paqe 99 of Santa Clarita, California b) Substantially decrease groundwater supplies or interfere substantially with groundwater recharge such that the project may impede sustainable groundwater management of the basin? Less Than Significant Impact. The Project would not have the potential to substantially decrease groundwater supplies. It is not anticipated that construction activities would encounter groundwater, therefore, it is not expected that either temporary dewatering during construction or permanent dewatering during operation would be required. Furthermore, potable water would be supplied to the Project Site by the Santa Clarita Valley Water Agency (SCV Water) from existing entitlements and direct withdrawals of groundwater to supply the Project would not be required. No direct withdrawal of groundwater is proposed or would be required by the Project. The Project would also include low -flow water features and comply with the California Green Building Standards/Title 24 requirements to reduce water consumption during operation. The Project would develop hardscape and structures that cover most of the Project Site with impervious surfaces with the exception of the landscaped areas around the building. Therefore, the groundwater recharge potential would be minimal. The stormwater that bypasses the BMP systems would discharge to an approved discharge point in the public right-of-way and not result in infiltration of a large amount of rainfall that would affect groundwater hydrology, including the direction of groundwater flow. Also, the pervious surfaces (such as landscaping) on the Project Site will drain into a controlled and managed drainage system, the overflow of which, would discharge into the storm drain and ultimately into the Santa Clara River. As the project would be subject to the City's Low Impact Development Ordinance, the project would not substantially interfere with ground water recharge or impede sustainable management of the groundwater basin. Therefore, the Project's potential impact on groundwater recharge would be less than significant, and no mitigation is required. c) Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of stream or river or through the addition of impervious surfaces, in a manner which would: (i) result in substantial erosion or siltation on- or off -site? Less Than Significant Impact. Although the Santa Clara River is located north of the Project Site, no streams or rivers are located on the Project Site. Construction activities for the Project would include site preparation, grading, minor excavation, and building construction. These activities have the potential to temporarily alter existing drainage patterns and flows on the Project Site by exposing the underlying soils and modifying flow direction. Also, exposed and stockpiled soils could be subject to erosion and conveyance into nearby storm drains during storm events. Stormwater and non-stormwater flows enter and are conveyed through the MS4 Permit and discharged to surface water bodies of the Los Angeles region. The MS4 Permit, as Master Case No. 19-089 Initial Study Page100 of Santa Clarita, California previously described, controls the quality of runoff entering municipal storm drains in the County. In accordance with the requirements of the permit, the Project would prepare and implement a site -specific Storm Water Pollution Prevention Plan (SWPPP) adhering to the California Stormwater Quality Association Best Management Practices (BMP) Handbook. The SWPPP would specify BMPs to be used during construction. The BMPs would be designed to reduce runoff and pollutant levels in runoff during construction. Construction activities are temporary and flow directions and runoff volumes during construction would be controlled. In addition, the Project would be required to comply with all applicable regulations that require necessary measures, plans, and inspections to reduce sedimentation and erosion. Thus, through compliance with all NPDES General Construction Permit requirements and implementation of BMPs, the Project would not substantially alter the Project Site drainage patterns in a manner that would result in substantial erosion, siltation, or flooding on- or off -site. Therefore, construction -related impacts to surface water hydrology drainage patterns with respect to potential for erosion or siltation would be less than significant. The approximately 2.3-acre Project Site is generally flat and slopes gently to the south with elevation of 1,270 in the northeast to 1,256 feet to the southwest. The Project Site is undeveloped, vacant of any structures. Drainage across the site is by sheetflow (i.e., along the surface) to Valley Center Drive to the west and to the south. Although the Project would alter the existing drainage pattern of the site, the proposed building would cover a large portion of the Project Site, with landscaping and paving covering the rest. Upon project completion, there would be no bare soils on -site that would have the potential to erode or contribute silt to surface runoff. Therefore, operational impacts to surface water hydrology drainage patterns with respect to potential for erosion or siltation would be less than significant and no mitigation is required. (ii) substantially increase the rate or amount of surface runoff in a manner which would result in flooding on- or off -site? Less Than Significant Impact. Refer to checklist question X Hydrology and Water Quality (c)(i), above. Although the Project would alter the existing drainage pattern of the site, the proposed building would cover a large portion of the Project Site, with landscaping and paving covering the rest. The Project would include bioswales located on the southern property boundary. Bioswales are linear channels designed to concentrate and convey stormwater runoff while removing debris and pollution. The bioswale design has not been finalized but will be vegetated, mulched, and/or xeriscaped. The project is subject to the City's Low Impact Development Ordinance and development standards that require stormwater to be managed on -site, without impact to downstream flows. Therefore, impacts to surface runoff would be less than significant and no mitigation is required. (iii) create or contribute runoff water which would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff? Master Case No. 19-089 Initial Study Page101 of Santa Clarita, California Less Than Significant Impact. Refer to checklist question X Hydrology and Water Quality (c)(i), above. Although the Project would alter the existing drainage pattern of the site, the proposed building would cover a large portion of the Project Site, with landscaping and paving covering the rest. The Project would include bioswales located on the southern property boundary that would help in stormwater management and treatment. Bioswales are linear channels designed to concentrate and convey stormwater runoff while removing debris and pollution. The bioswale design has not been finalized but will be vegetated, mulched, and/or xeriscaped. Grading and drainage improvement plans have been prepared for the Project that are consistent with local, State, and federal water quality requirements. The Project would not create or contribute runoff water that would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff. The City's existing stormwater infrastructure would be adequate to accommodate stormwater runoff from the Project Site, which would not increase in rate or amount as compared to existing conditions with Project implementation. Impacts would be less than significant and no mitigation is required. (iv) impede or redirect flood flows? Less Than Significant Impact. The Project Site was formerly located in the AO Flood Zone. On November 21, 2019, the Federal Emergency Management Agency (FEMA) issued a Letter of Map Revision (LOMR) that removed the parcel from the flood zone effective April 6, 2020. As such, the Project Site is no longer within a flood hazard area. The Project would include the construction of drainage facilities to accommodate the Project. Specifically, the Project proposes bioswales to the south of the Project Site and along Valley Center Drive. Bioswales are linear channels designed to concentrate and convey stormwater runoff while removing debris and pollution. The bioswale design has not been finalized but will be vegetated, mulched, and/or xeriscaped. These improvements would comply with all City and County requirements and would remove any flood hazard potential to future development associated with the Project. Furthermore, the Project does not propose any structures which would impede floodwater such as a dam or berm and, as detailed above, no substantial alterations to the existing drainage pattern of the Site or area would occur during construction or operation. Accordingly, the Project would not be expected to impede or redirect flood flows. Impacts would be less than significant and no mitigation is required. d) In flood hazard, tsunami, or seiche zones, risk release of pollutants due to project inundation? No Impact. As discussed in X Hydrology and Water Quality (c)(iv), above, the Project Site is not located within a flood hazard zone and is located approximately 51-mile east of the Pacific Ocean; therefore, risks associated with seiches or tsunamis would be considered extremely low at the Project Site. It should be noted that the Project Site is located within the Santa Clara River Basin, a watershed that encompasses approximately 1,634 square miles.29 The Santa 29 City of Santa Clarita General Plan, Conservation and Open Space Element page CO-10, June 2011. Master Case No. 19-089 Initial Study Page102 of Santa Clarita, California Clara River is located north of the Project Site. However, the Project Site is located at a higher elevation than the Santa Clara River which is a within a Special Flood Hazard area (SFHA) High -Risk Zone.30 Further, the Project Site is not located in a tsunami inundation zone.31 No large bodies of water such as lakes or reservoirs that would experience seiche are located within a two-mile radius of the Project Site. Furthermore, the Project proposes storage facilities, which do not represent the type of use that would otherwise degrade water quality (e.g., an industrial land use that could adversely affect water quality). Anticipated and potential pollutants generated by the Project would be normal and expected for the proposed land use and include sediment, nutrients, pesticides, metals, pathogens, and oil and grease. Hazardous materials required for maintenance and operation, such as cleaning and lubricating solutions, would be properly stored and handled as to avoid spilling contents in an area that may encounter flood water. Therefore, the Project would not risk release of pollutants due to inundation. No impact would occur and no mitigation measures are required. e) Conflict with or obstruct implementation of a water quality control plan or sustainable groundwater management plan? Less than Significant Impact. Water quality control plans applicable to the Project include the Los Angeles Regional Water Quality Control Board's (LARWQCB) Water Quality Control Plan, Los Angeles Region: Basin Plan for the Coastal Watersheds of Los Angeles and Ventura Counties (Basin Plan) and the City's Water Quality Report. Adopted by LARWQCB, the Basin Plan designates beneficial uses for surface and groundwaters, sets narrative and numerical objectives that must be attained or maintained to protect the designated beneficial uses and conform to the State's anti -degradation policy, and describes implementation programs to protect all waters in the Los Angeles Region. In addition, the Basin Plan incorporates (by reference) all applicable State and Regional Board plans and policies and other pertinent water quality policies and regulations. The City's Water Quality Report was developed by the Santa Clarita Valley Water Agency with the primary mission of providing responsible water stewardship to ensure the Santa Clarita Valley has reliable supplies of high quality water at a reasonable cost. The new agency is founded on three principles: 1) Economics, with one-time and ongoing savings; 2) Efficiencies and Effectiveness, with even better customer service; and 3) Enhanced water management, working together to modernize and enhance water service for our region. Implementation Plans and Watershed Management Plans Construction and operation of the Project would involve activities that have the potential to conflict with the water quality goals in the Basin Plan and City's Water Quality Report through 30 City of Santa Clarita, General Plan Safety Element, Exhibit S-4 Surface Water, June 2011 page S-14, accessed March 2020. 31 State of California, Department of Conservation, California Geological Survey/California Governor's Office of Emergency Services/University of Southern California, Tsunami Research Center, Tsunami Inundation Map for Emergency Planning Los Angeles County, website: https://www.conservation.ca.gov/cgs/tsunami/mapsdos- angeles, accessed: March 2020. Master Case No. 19-089 Initial Study Page103 of Santa Clarita, California the spread of contaminants into surface or groundwater supplies. However, as previously detailed, construction of the Project is not expected to encounter groundwater and would prevent the spread of contaminants into surface water through adherence to applicable regulations and BMPs for the handling and storing of hazardous materials, and the requirements of the MS4 Permit, including implementation of bioswales to the south of the Project Site and along Valley Center Drive. These regulations and practices effectively control the potential stormwater pollution to surface water during construction. Furthermore, the proposed self -storage facility does not represent the type of use that would have the ability to adversely affect water quality. Anticipated and potential pollutants generated by operation of the Project would be addressed through the implementation of approved LID BMPs. While the development of a new building would slightly increase the use of on -site hazardous materials (i.e., those typically used on commercially zoned properties such as cleaning, maintenance, and landscaping supplies), compliance with all applicable existing regulations at the Project Site regarding the handling, storage, and potentially required cleanup of hazardous materials would prevent the Project from affecting or expanding any potential areas of contamination, increasing the level of contamination, or causing regulatory water quality standards at an existing production well to be violated. In addition, operation of the Project would not require direct groundwater extraction either through permanent dewatering or for water supply use. With regard to groundwater management plans, on September 16, 2014, the State of California signed into law the Sustainable Groundwater Management Act (SGMA). Comprised of three bills, AB 1739, SB 1168, and SB 1319, the SGMA provides a framework for long-term sustainable groundwater management across California and requires governments and water agencies of high and medium priority basins to halt overdraft and bring groundwater basins into balanced levels of pumping and recharge. Under the roadmap laid out by the legislation, local and regional authorities in medium and high priority groundwater basins have formed Groundwater Sustainability Agencies (GSAs) that will oversee the preparation and implementation of a local Groundwater Sustainability Plan (GSP). Local stakeholders have until 2022 (in critically over drafted basins until 2020) to develop, prepare, and begin implementation of Groundwater Sustainability Plans. GSAs will have until 2042 (2040 in critically over drafted basins) to achieve groundwater sustainability. The Project Site overlies the Santa Clara River Valley - Santa Clara River Valley East Groundwater Basin.32 Santa Clarita Valley Water Agency addresses water supply needs through preparation of an Urban Water Management Plan (UWMP), which projects future water use demands and identifies water supplies to meet these demands and is updated every five years. 32 California Natural Resources Agency, Groundwater Basin Boundary Assessment Tool, Interactive Map Website, accessed March 2020. Master Case No. 19-089 Initial Study Page104 of Santa Clarita, California The Project's water demand would be within the projections of the UWMP and the Project would be required to implement water saving features to reduce the amount of water used by the Project in accordance with water conservation measures, including Title 20 and 24 of the California Administrative Code. Furthermore, as previously discussed, neither construction nor operation of the Project is anticipated to encounter groundwater; therefore, the extraction of groundwater would not be required. Additionally, the Project would not have the potential to negatively impact the amount of groundwater recharge as the Project Site contains bioswales and would be subject to the City's Low Impact Development Ordinance. Accordingly, based on the above, the Project would not conflict with or obstruct implementation of a water quality control plan or sustainable groundwater management plan. Impacts to water quality control plans and sustainable groundwater management plans would be less than significant and no mitigation is required. 1 r �! m r= a E y = o rnE C M rna.+ 0 10 rn E o a cn min min z XI. LAND USE AND PLANNING. Would the project: a. Physically divide an established community? ❑ ❑ ❑ b. Cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the ❑ ❑ ® ❑ purpose of avoiding or mitigating an environmental effect? a) Physically divide an established community? No Impact. The Project would construct a three- story, 156,060 square -foot self -storage facility that is not of the scale or nature that could physically divide an established community. The physical division of an established community is typically associated with construction of a major highway or railroad tracks, or removal of a means of access, such as a local road or bridge, which would impair mobility within an existing community or between a community and an outlying area. The Project Site is located within an urban area and no streets or sidewalks would be permanently closed as a result of the development of the Project. No separation of uses or disruption of access between land use types would occur as a result of the Project. Therefore, implementation of the Project would not disrupt or divide the physical arrangement of the established community. No impact would occur, and no mitigation measures would be required. b) Cause a significant environmental impact due to a conflict with any applicable land use plan, policy, orregulation adopted for the purpose of avoiding ormitigating an environmental effect? Less Than Significant Impact. The Santa Clarita General Plan and Municipal Code establishes the Project Site as Community Commercial (CC). The CC designation and zone is intended for business Master Case No. 19-089 Initial Study Page105 of Santa Clarita, California providing retail and service uses that primarily serve the local market. Representative uses include restaurants, clothing stores, hardware and auto parts stores, grocery markets, pharmacies, banks and financial services, specialty retail, theaters and nightclubs, day care centers, and medical services. These areas are typically located along arterial streets or at the intersections of high traffic corridors. Multiple -family dwellings (including live/work units) may be permitted in this zone. Allowable uses shall have a maximum FAR of 0.75 with a maximum lot coverage of 80 percent. The maximum structure height is 35 feet without a Conditional Use Permit (CUP). As part of the development of the Project, the Project is requesting a General Plan Amendment (GPA) and zone change to amend the General Plan land use and zoning designation of the Project Site from Community Commercial (CC) to Business Park (BP). Additionally, the Project proposes a CUP to allow a self -storage facility in the BP zone and for the height of the self -storage facility. Development of the Project Site is subject to the following: • City of Santa Clarita General Plan; • City of Santa Clarita Zoning Ordinance; and • City of Santa Clarita's Community Character and Design Guidelines for Business Parks. An overview of each of these plans and regulations is provided below. However, not every policy or goal of these plans is intended to mitigate or avoid environmental impacts. Where a policy is not intended to mitigate or avoid an environmental impact, consistency with that policy may not be relevant to an environmental impact analysis. City of Santa Clarita General Plan The Project Site is subject to the development regulations and policies set forth in the City of Santa Clarita General Plan. The General Plan sets forth goals, objectives, and programs to provide a guideline for day-to-day land use policies and to meet the existing and future needs and desires of the community, while integrating a range of state -mandated elements, including Land Use, Economic Development, Circulation, Noise, Conservation and Open Space, Safety, and Housing. The BP designation provides for mixed employment districts in areas accessible to transportation and visible from freeways and major arterials and is intended to promote the development of master -planned environments with a high quality of design and construction. Operations and storage activities should be confined to enclosed buildings or otherwise screened from public view. This designation is appropriate in locations with good access and visibility from freeways and major arterials. Allowable uses shall have a maximum Floor Area Ratio (FAR) of 2.0. Master Case No. 19-089 Initial Study Page106 of Santa Clarita, California The Project would be located near the intersection of Golden Valley Road and Soledad Canyon Road. Both roadways are classified as Major Highways in the City's Circulation Element. The U-shaped building shields storage uses from public view. The building FAR would be 1.59. Therefore, the Project would be consistent with the General Plan standards set out in the proposed BP General Plan designation. Table 12, Project Consistency with the Applicable Objectives and Policies of the Land Use Element of the General Plan, describes goals and policies that are applicable to the Project and discusses the Project's consistency. Table 12 Project Consistency with the Applicable Objectives and Policies of the Land Use Element of the General Plan Objective/Polk 'a Project Consistency Policy LU 1.1.3: Discourage urban sprawl into Consistent. The Project would be located in an area rural areas by limiting noncontiguous, "leap- surrounded by existing development and roadways. frog" development outside of areas designated for urban use. Policy LU 4.1.4: Promote economic Consistent. The Project would construct a new opportunity for all segments of the community, business in the community. including small businesses and new businesses. Policy LU 6.3.4: Require undergrounding of Consistent. The Project would underground any new utility lines for new development where or required utilities on the Project Site. feasible, and plan for undergrounding of existing utility lines in conjunction with street improvement projects where economically feasible. Policy LU 6.3.5: Restrict the establishment of Consistent. The Project would not include the billboards within the planning area. development of any billboards. Objective LU 6.5: Promote high quality Consistent. The Project has been designed to conform development that enhances the urban to the City's architectural standards and the City's environment and builds long-term value. Community Character and Design Guidelines for BP zone and the Saugus community. Policy LU 6.5.1: Require use of high quality, Consistent. The building is designed in a Spanish - durable, and natural -appearing building mission style and the exterior facade would include materials pursuant to applicable ordinances. materials that supports the design with Portland cement plaster, reinforced masonry units and tile roof. The color palette for the structure consists of shades of white and beige with cedar red for the roll up doors, butters and shutters. Policy LU 6.5.3: Require architectural Consistent. The Project incorporates setbacks and enhancement and articulation on all sides of breaks in the building's articulation to reduce the overall buildings (360 degree architecture), with sense of perceived mass resulting in a jagged design. special consideration at building entrances and To further create visual interest, the facade is corners, and along facades adjacent to major intermixed with the described materials above with arterial streets. walls of glass for transparency and various sized windows within walls of prefinished vertical metal siding. Some areas of the fa ade include horizontal Master Case No. 19-089 Initial Study Page107 of Santa Clarita, California Table 12 Project Consistency with the Applicable Objectives and Policies of the Land Use Element of the General Plan Objective/Policc 'a Project Consistency walls of metal siding on upper levels mixed with concrete masonry and blocks of cement plaster on lower levels to break the massing. In compliance with City's Community Character and Design Guidelines for BP, the structure provides a variation of building forms and planes with setbacks, undulating heights, windows of various sizes and altering building color. The resulting design provides the appearance of a cluster of buildings rather than a single edifice. The Project would follow all lighting and trash and recycling enclosure design requirements. The Project would be developed with design features similar to the surrounding buildings. Objective LU 7.1: Achieve greater energy Consistent. The Project would be compliant with the efficiency in building and site design. California Green Building Standards/Title 24 requirements, and would include, but not be limited to, the following features: • Energy -efficient elevator; • Low -flow faucet, and toilet; • Energy -efficient mechanical systems; • Energy -efficient glazing and window frames; and • Energy -efficient lighting with interior occupancy controlled lighting sensors Policy LU 7.1.3: Encourage development of Consistent. See discussion for LU 7.1. energy -efficient buildings, and discourage construction of new buildings for which energy efficiency cannot be demonstrated. Policy LU 7.3.2: Maintain stormwater runoff Consistent. The Project proposes bioswales to the onsite by directing drainage into rain gardens, south of the Project Site and along Valley Center Drive. natural landscaped swales, rain barrels, The bioswale design would be vegetated, mulched, permeable areas, and use of drainage areas as and/or xeriscaped. design elements, where feasible and reasonable. Policy LU 7.5.1: Ensure that all new Consistent. All trash and recycling bins would be development provides adequate space for located on the Project Site. recycling receptacles and bins on site. Policy LU 9.2.1: Ensure that the cost of Consistent. The Project Applicant would pay to install extending new sewer infrastructure is fully a new sanitary sewer line, connections to the adjacent borne by the new development that is served, sewer lines, and installation of a new water line near the and is not passed on to the existing community. entrance to the property. Policy LU 9.2.6: Coordinate to ensure that new Consistent. As part of the Project, a new sanitary development projects have agreed to mitigate sewer line would be installed and connected to adjacent sewer lines. The Project Site would also include the Master Case No. 19-089 Initial Study Page108 of Santa Clarita, California Table 12 Project Consistency with the Applicable Objectives and Policies of the Land Use Element of the General Plan Objective/Polic 'a Project Consistency both City and County sewer impacts prior to installation of a new water line near the entrance to the project approval. property. a City of Santa Clarita General Plan Land Use Element, June 2011. Source: EcoTierra Consulting, March 2020. Based on the policies and objectives listed above, the proposed project could be deemed consistent with the City's General Plan. City of Santa Clarita Zoning Ordinance The BP zoning designation provides for mixed employment districts in areas accessible to transportation and visible from freeways and major arterials and is intended to promote the development of master -planned environments with a high quality of design and construction. Coverage of the development site by buildings shall not exceed 90 percent and allowable uses shall have a maximum Floor Area Ratio (FAR) of 2.0. building height is limited to 35 feet without a CUP. The Project would be located near the intersection of Golden Valley Road and Soledad Canyon Road. Both roadways are classified as Major Highways in the City's Circulation Element. The building coverage would be approximately 49 percent with parking coverage approximately 28 percent. The building FAR would be 1.59. Therefore, the Project would be consistent with the zoning development standards set out in the proposed BP zoning designation for lot coverage and FAR. The proposed building would be a maximum of 57 feet, 4 inches tall to the top of the roof from the finished floor, which would exceed the 35-foot height threshold, permitted by right. The Project includes a CUP to allow for the increased building height. This CUP will be considered along with the Architectural Design Review Permit and Development Review Permit. With approval of those Review Permits and issuance of the CUP, the Project would be consistent with the zoning standards of the BP zone. A CUP is also required for a self -storage use in the BP zone. A self -storage use is prohibited in the CC zone. As proposed, the project would also exceed the allowable FAR for the CC zone. Should the request for a Zone Change from CC to BP be approved, the project could be deemed consistent with the development standards for the BP zone. Master Case No. 19-089 Initial Study Page109 of Santa Clarita, California City's Community Character and Design Guidelines for Business Parks The Santa Clarita Community Character and Design Guidelines (Guidelines) include provisions related to development of industrial and business parks. The Guidelines address site planning and design, building design, utilitarian aspects, and signage. The Project would be consistent with the Guidelines by including controlled site access, visitor parking, and landscaping. The Project would include standard building signage (approved separately under a Sign Permit), and would not include electronic reader board signage, or signs with flashing, mechanical, or strobe lights, in accordance with the City's Community Character & Design Guidelines and the City's Sign Code. In compliance with City's Community Character and Design Guidelines for BP, the structure provides a variation of building forms and planes with setbacks, undulating heights, windows of various sizes and altering building color. The resulting design provides the appearance of a cluster of buildings rather than a single edifice. The Project would follow all lighting and trash and recycling enclosure design requirements. The color palette for the structure consists of shades of white and beige with cedar red for the roll -up doors, gutters and shutters. Therefore, upon approval of the GPA and ZC, the Project would be consistent with the City's General Plan, Zoning Code, and Community Character and Design Guidelines, and would not conflict with any applicable land use plan, policy, or regulation of an agency with jurisdiction over the Project. 1 r �! m r= a E y = o rnE C M rna.+ 0 10 rn E o a cn min min z XII. MINERAL RESOURCES. Would the project: a. Result in the loss of availability of a known mineral resource that would be of value to the region and the residents of the ❑ ❑ ❑ state? b. Result in the loss of availability of a locally -important mineral resource recovery site delineated on a local general plan, ❑ ❑ ❑ specific plan or other land use plan? a) Result in the loss of availability of a known mineral resource that would be of value to the region and the residents of the state? No Impact. According to the City's General Plan Conservation and Open Space Element, the planning area contains extensive aggregate mineral resources. Almost 19,000 acres in the planning area are designated by the State as MRZ-2, or areas of prime importance due to known economic mineral deposits. Sand and gravel resources are primarily concentrated along waterways, including the Santa Clara River, the South Fork of the Santa Clara River, Castaic Creek, and east of Sand Canyon Road. A significant deposit of construction -grade aggregate extends approximately 15 miles from Agua Dulce Creek in the east, to the Ventura County line on the west. According to the City's Master Case No. 19-089 Initial Study Page110 of Santa Clarita, California General Plan Conservation and Open Space Element, Exhibit Co-2, Mineral Resources, no mineral deposits occur on the Project Site.33 Based on information from the California Department of Conservation, no oil wells are present on the Project Site or in proximity to the Project Site.34 No classified or designated mineral deposits of regional or Statewide significance are known to occur on the Project Site.35 Therefore, no impact would occur and no mitigation is required. b) Result in the loss of availability of a locally -important mineral resource recoverysite delineated on a local general plan, specific plan or other land use plan? No Impact. The Project Site is not identified as a locally -important mineral resource recovery site on any City plans.36 Therefore, implementation of the Project would not result in the loss of availability of a locally - important mineral resource recovery site and no impact would occur. No mitigation measures are required. 1 a r y = o rnE �! m C M rna.+ r= 0 10 rnE E o a cn min min z XIII. NOISE. Would the project. a. Generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess ❑ ❑ ® ❑ of standards established in the local general plan or noise ordinance, or applicable standards of other agencies? b. Generation of excessive groundborne vibration or ❑ ❑ ® ❑ roundborne noise levels? c. For a project located within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use ❑ ❑ ❑ airport, would the project expose people residing or working in the project area to excessive noise levels? The following information utilized in this section of the Initial Study is based on the Noise and Vibration Impact Analysis: Santa Clarita Self Storage Project (Noise Report) prepared for the Project by LSA, September 4, 2019, and Noise and Vibration Impact Analysis, Memorandum, 33 City of Santa Clarita General Plan Conservation and Open Space Element, Exhibit CO-2, Mineral Resources, page CO-9, accessed February 2020. 34 California Department of Conservation, Division of Oil, Gas & Geothermal Resources -Well Finder, website: https://maps.conservation.ca.gov/doggr/wellfinder/#close, accessed February 2020. 35 City of Santa Clarita General Plan Conservation and Open Space Element, Exhibit CO-2, Mineral Resources, page CO-9, accessed February 2020. 36 Ibid. Master Case No. 19-089 Initial Study Paae111 of Santa Clarita, California prepared by LSA, June 12, 2020, which are hereby incorporated by reference provided as Appendix F to this IS/MND. a) Generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies? Less Than Significant Impact. Short -Term Construction -Related Impacts Project construction would result in short-term noise and vibration impacts on adjacent land uses. Maximum construction impacts would be short-term, generally intermittent depending on the construction phase, and variable depending on receiver distance from the active construction zone. The duration of impacts generally would be from one day to several weeks depending on the phase of construction. The level and types of impacts that would occur during construction are described below. Construction Noise Impacts Two types of short-term noise impacts would occur during project construction, including: (1) equipment delivery and construction worker commutes; and (2) project construction operations. The first type of short-term construction noise would result from transport of construction equipment and materials to the Project Site and construction worker commutes. These transportation activities would incrementally raise noise levels on access roads leading to the site. Larger trucks used in equipment delivery would generate higher noise impacts than trucks associated with worker commutes. The single -event noise from equipment trucks passing at a distance of 50 ft from a sensitive noise receptor would reach a maximum level of 84 dBA Lmax. Pieces of heavy equipment for grading and construction activities would be moved on site at the beginning of construction and would remain on site for the duration of each construction phase. This one- time trip, when heavy construction equipment is moved on and off site, would not add to the daily traffic noise in the Project vicinity. The total number of daily vehicle trips would be minimal when compared to existing traffic volumes on the affected streets, and the long-term noise level changes associated with these trips would not be perceptible. Therefore, equipment transport noise and construction -related worker commute impacts would be short term and would not result in a significant off -site noise impact. The second type of short-term noise impact is related to noise generated during site preparation, grading, building construction, architectural coating, and paving on the Project Site. Construction would be undertaken in discrete steps, each of which has its own mix of equipment, and consequently its own noise characteristics. These various sequential phases would change the character of the noise generated on the Project Site. Therefore, the noise level would vary as construction progresses. Master Case No. 19-089 Initial Study Paae112 of Santa Clarita, California Despite the variety in the type and size of construction equipment, similarities in the dominant noise sources and patterns of operation allow construction -related noise ranges to be categorized by work phase. The analysis was prepared using the assumptions provided in Table 1 in Appendix F, which lists the maximum noise levels for typical construction equipment based on a distance of 50 feet between the construction equipment and a noise receptor, and acoustical usage factor. Typical operating cycles for these types of construction equipment may involve 1-2 minutes of full power operation followed by 3-4 minutes at lower power settings. Table 13, Construction Noise Levels by Phase, shows the construction phases, the expected duration of each phase, the equipment expected to be used during each phase, the composite noise levels of the equipment at 50 feet, the distance of the nearest residence from the center of construction activities, and noise levels expected during each phase of construction when activities occur at the average distance of construction. These noise level projections do not take into account intervening topography or barriers. Table 13 Construction Noise Levels by Phase Composite Distance to Noise Phase Duration Equipment Noise Level Sensitive Level at (days) at 5U ft (dBA Receptor Receptor Leq) MY dBA Leq Site Preparation 3 Scraper, 85 480 65 Backhoe Grading 6 Dozer, Backhoe 80 480 60 Building Forklift (Front Construction 220 End, Loader) 81 480 61 Backhoe Paving 10 Paver, Concrete 83 480 63 Mixer Architectural 16 Compressor 81 480 61 Coating a Distances are from the average location of construction activity for each phase. Residential zoned properties would be within 300 ft of the edge of construction activity dBA Leq = average A -weighted hourly noise level ft = foot/feet Source: Compiled by LSA July 2020 It is expected that average noise levels during construction at the nearest residences, the mobile homes to the west, would approach 65 dBA Leq during the site preparation phase, which would be the shortest phase at an anticipated duration of less than one week. Average noise levels during other construction phases would range from 60 dBA to 63 dBA Leq. These noise levels would not exceed the City's daytime (7:00 a.m. to 9:00 p.m.) noise standard for residential land uses of 65 dBA Leq. While construction -related short-term noise levels have the potential to be higher than existing ambient noise levels in the project area Master Case No. 19-089 Initial Study Page113 of Santa Clarita, California under existing conditions, these noise impacts would no longer occur once project construction is completed. Noise impacts associated with construction activities are regulated by the City's noise ordinance. The proposed Project would be required to comply with the construction hours specified in the City's Noise Ordinance, which states that construction activities on sites within 300 feet of a residentially zoned property are allowed between 7:00 a.m. and 6:00 p.m., Monday through Friday, and from 8:00 a.m. to 6:00 p.m. on Saturday. No construction shall be permitted outside of these hours or on Sundays and the following public holidays: New Year's Day, Independence Day, Thanksgiving, Christmas, Memorial Day, and Labor Day. Emergency work is excluded from these restrictions. As noted in the analysis above, the project would not exceed the City's noise ordinance criteria and would be in compliance with the permissible hours of operation. Therefore, the project would not result in a substantial temporary increase in noise. Thus, impacts would be less than significant and no mitigation measures would be required. Operational Impacts Long -Term Off -Site Traffic Noise Impacts Traffic volumes for the Existing and Future (2020) scenarios were analyzed in the Transportation Impact Study (Linscott, Law, and Greenspan, Engineers, 2019). The baseline scenarios and with project scenarios were evaluated to determine potential traffic noise impacts on off -site sensitive land uses. Guidelines included in the FHWA Highway Traffic Noise Prediction Model (FHWA RD-77- 108) handbook were used to evaluate highway traffic -related noise conditions along roadway segments in the project vicinity. The standard vehicle mix for Southern California roadways was used for traffic on these roadway segments. These noise levels represent the worst -case scenario, which assumes no shielding is provided between the traffic and the location where the noise contours are drawn. Table 14, Existing Traffic Noise Levels Without and With Project, and Table 15, Future (2020) Traffic Noise Levels Without and With Project show that project -related traffic would have mostly small (0.1 dBA or less) noise level increases along roadway segments in the Project vicinity for the Existing and Future 2022 scenarios. All roadway segments would have less than perceptible traffic noise level increases under the With Project scenarios. As this range of traffic noise level increase in the outdoor environment would not be perceptible to the human ear because it occurs gradually over a period of time, no significant off -site traffic noise impacts from project -related traffic would occur, and no mitigation is required. Master Case No. 19-089 Initial Study Paae114 of Santa Clarita, California Table 14 Existing Traffic Noise Levels Without and With Proiect Roadway Segment CNEL (,SSA) 5O feetfrom Centerline of Outermost Lane Existing Increase Without Existing With from Project Project Baseline Conditions Golden Valley Road north of Valley 70.8 70.8 0.0 Center Drive Golden Valley Road south of Valley 69.8 69.8 0.0 Center Drive Valley Center Drive from Golden Valley 66.6 66.6 0.0 Road to Soledad Canyon Road Soledad Canyon Road west of Valley 70.0 70.0 0.0 Center Drive Soledad Canyon Road east of Valley 71.1 71.1 0.0 Center Drive Note: For a detailed breakdown of each road segment see Table L Existing Traffic Noise Levels Without and With Project in the Appendix F of this IS/MND. Source: LSA July 8, 2020 Table 15 Future Traffic Noise Levels Without and With Proiect. Roadway Segment CNEL (,SSA) 60 feet from Centerline of Outermost Lane Future Increase Without Future With from Project Project Baseline Conditions Golden Valley Road north of Valley 72.2 72.2 0.0 Center Drive Golden Valley Road south of Valley 71.4 71.4 0.0 Center Drive Valley Center Drive from Golden Valley 67.8 67.8 0.0 Road to Soledad Canyon Road Soledad Canyon Road west of Valley 71.8 71.8 0.0 Center Drive Soledad Canyon Road east of Valley 72.2 72.8 0.1 Center Drive Note: For a detailed breakdown of each road segment see Table L Existing Traffic Noise Levels Without and With Project in the Appendix F of this IS/MND. Source: LSA July 8, 2020 Long -Term Operational Noise Impacts Potential long-term noise impacts would be associated with stationary sources proposed on the Project Site. Stationary noise sources from the proposed Project would include noise generated from on -site loading and unloading activities, and heating, ventilation, and air conditioning (HVAC) noise. Master Case No. 19-089 Initial Study Page115 Loading/Unloading of Santa Clarita, California The project would include one loading space for large trucks. Multiple loading spaces for autos would also be located in the vicinity of this space; however, these would generate similar or lower noise levels. Truck loading/unloading at this space would result in a maximum noise level similar to noise readings from loading and unloading activities for industrial/commercial use projects, which generate a noise level of 75 dBA Lmax at 50 feet.37 As shown on Table 16, Summary of Truck Loading/Unloading Activity Noise Levels, the loading/unloading noise associated with on -site industrial uses would be 67 dBA Lmax at the southern property line. Noise levels at the existing mobile home park to the west would be 56 dBA Lmax (after distance attenuation) and would be further reduced by shielding from the proposed building, which would surround the loading space on its west, north, and east sides. Although a typical truck unloading process takes an average of 15-20 minutes, the maximum noise level occurs in a much shorter period of time (i.e., a few minutes). The noise levels would be below the City's daytime (7:00 a.m. to 9:00 p.m.) maximum exterior 5-minute (L8) and 1-minute (L2) noise standard of 75 dBA Leq and 85 dBA Leq, respectively, for residential areas. Therefore, noise associated with on -site loading and unloading activities would be less than significant and no mitigation measures would be required. Table 16 Summa of Truck Loadin /Unloading Activity Noise Levels Distance References Off -Site from Noise Distance Noise Land Uses Direction Description Loading Levels Attenuation Level Spaces (dBA Lmax) (dBA) (dBA Lmax) ft, a at 20 ft Residential West Mobile 470 75 19 56 Home Park dBA Leq = average A -weighted hourly noise level ft = foot/feet L,naX = maximum instantaneous noise levels Source: LSA July 8, 2020 Heating, Ventilation, and Air Conditioning Equipment The Project would have a rooftop HVAC unit. The HVAC equipment could operate 24 hours per day. Rooftop HVAC equipment would generate noise levels of 66.6 dBA Leq at 5 ft per HVAC unit.38 Table 17, Summary of HVAC Noise Levels presents the noise levels from 37 Based on measurements conducted by LSA in past years. 31 Based on previous measurements conducted by LSA. Master Case No. 19-089 Initial Study Page116 of Santa Clarita, California HVAC equipment at the nearest noise -sensitive locations. The closest off -site residential use during operation of the proposed Project would be the Mobile Home Park to the west, which would be located approximately 285 feet from the nearest potential location of an on -site HVAC unit. After distance attenuation, noise generated from the on -site HVAC equipment would potentially reach up to 31 dBA Leq at the nearest residences, which would not exceed the City's exterior daytime (7:00 a.m. to 9:00 p.m.) and nighttime (9:00 p.m. to 7:00 a.m.) noise standard of 65 dBA Leq and 55 dBA Leq, respectively, for residential uses. In addition, these noise levels would be lower than ambient noise levels and a 6 feet parapet and roofline would further reduce the noise levels from the HVAC unit. Therefore, noise associated with the on -site HVAC equipment would be less than significant, and no mitigation measures would be required. Table 17 Summa of HVAC Noise Levels References Average Off -Site L?stance Noise Distance Land Uses Direction Description from HVAC Levels Attenuation Level (d.BA Units (ft) (d,8A Leq) (dBA) „ Leq) at, 5 ft Residential West Mobile 285 66.6 36 31 Home Park dBA = A -weighted decibels ft = foot/feet HVAC = heating, ventilation, and air conditioning Leq= equivalent continuous sound level Source: LSA July 8, 2020 b) Generation of excessive groundborne vibration or groundborne noise levels? Less Than Significant Impact. Short -Term Construction Vibration Ground -borne noise and vibration from construction activity would be mostly low. Table 17 provides reference PPV values and vibration levels (in terms of VdB) from typical construction vibration sources at 25 ft. The construction equipment mix for Project construction was assumed to provide a comparison of vibration levels expected for a project of this size. For comparison, a large bulldozer would generate approximately 87 VdB of ground -borne vibration when measured at 25 feet, based on the FTA Manual (2018). As shown in Table 17, it would take a minimum of 90 VdB (or 0.12 in/sec PPV) to cause any potential building damage to structures extremely susceptible to vibration damage. The closest structures to the Project Site are the mobile homes to the west approximately 230 feet from the limits of construction activity. Given that these structures are more than 25 feet from the Project construction area limits, the estimated vibration impacts were propagated for distance. Utilizing the reference data from Table 18, Vibration Source Master Case No. 19-089 Initial Study Paae117 of Santa Clarita, California Amplitudes for Construction Equipment the operation of typical construction equipment would generate ground -borne vibration levels of up to 0.003 PPV (in/sec) or 58 Vdb at the closest receptor to the Project Site. This vibration level would not exceed the 0.12 PPV (in/sec) threshold considered safe for fragile buildings. Therefore, construction would not result in any vibration damage, impacts would be less than significant, and no mitigation measures would be required. Table 18 Vibration Source Amplitudes for Construction Equipment Reference PPV/Lv at 25 feet Equipment PPV (in/sec) Lv (VdB)a Hoe Ram 0.089 87 Large Bulldozer 0.089 87 Caisson Drilling 0.089 87 Loaded Trucks 0.076 86 Jackhammer 0.035 79 Small Bulldozer 0.003 58 8 RMS VdB re 1 pin/sec. pin/sec = micro -inches per second ft = foot/feet FTA = Federal Transit Administration in/sec = inches per second LV = velocity in decibels PPV = peak particle velocity RMS = root -mean -square VdB = vibration velocity in decibels Source: Transit Noise and Vibration Impact Assessment Manual (FTA 2018). Construction Vibration Human Annoyance Potential As stated above, the existing mobile homes to the west of the Project Site are the nearest receptor and would experience vibration levels approaching 58 VdB. Based on the standards provided in Table F in Appendix E, this level of ground -borne vibration is well below the threshold of distinctly perceptible, which is approximately 72 VdB for frequent events at uses where people sleep and would not exceed the FTA vibration threshold for human annoyance at the nearest sensitive use. The City's Municipal Code excludes temporary construction vibration; however, as shown in the analysis above, project construction would not result in vibration levels that would typically result in human annoyance. Thus, less than significant impacts would occur, and no mitigation measures would be required. Long -Term Ground -Borne Noise and Vibration from Vehicular Traffic Because the rubber tires and suspension systems of buses and other on -road vehicles provide vibration isolation and reduce noise, it is unusual for on -road vehicles to cause Master Case No. 19-089 Initial Study Page118 of Santa Clarita, California ground -borne noise or vibration. When on -road vehicles cause such effects as the rattling of windows, the source is almost always airborne noise. Most problems with on -road vehicle - related noise and vibration can be directly related to a pothole, bump, expansion joint, or other discontinuity in the road surface. Smoothing the bump or filling the pothole will usually solve the problem. The proposed Project would have roads with smooth pavement and would not result in significant ground -borne noise or vibration impacts from vehicular traffic. Thus, less than significant impacts would occur, and no mitigation measures would be required. c) For a project located within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels? No Impact. The Project Site is approximately 12 miles southwest of Agua Dulce Airport (a private airstrip) and approximately 12 miles northwest of Whiteman Airport (a public airport). The Van Nuys Airport is located approximately 15 miles south of the Project Site. Based on a review of the Airport Influence Area Map for the Agua Dulce Airport (Los Angeles County Airport Land Use Commission [ALUC] 2003) and the 2030 CNEL Noise Contours from the Whiteman Airport Master Plan Update Final Report (County of Los Angeles 2011), noise impacts related to aircraft operations may contribute to the aircraft noise in the Project area; however, the Project Site is located well outside of the 60 dBA CNEL contours. Additionally, the Project Site is not in a flight pattern area (i.e., takeoff or landing) for any of the listed airports. No impact would occur and no mitigation measures would be required. 1 r �! m r= a E y = o rnE C M rna.+ 0 10 rn E o a cn min min z XIV. POPULATION & HOUSING. Would the project: a. Induce substantial unplanned population growth in an area, either directly (for example, by proposing new homes and ❑ ❑ ® ❑ businesses) or indirectly (for example, through extension of roads or other infrastructure)? b. Displace substantial numbers of existing people or housing, necessitating the construction of replacement housing ❑ ❑ ❑ elsewhere? a) Induce substantial population growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)? Less Than Significant Impact. The proposed Neighborhood Self -Storage Facility Project would construct a three-story, 156,060 square -foot self -storage facility. The Project does not involve construction of residential units that would potentially increase population growth of Santa Clarita. Storage uses by their nature do not require a large number of employees for operation. Generally, only a very limited number of employees would be onsite at one time to provide access and security to storage area renters. Additionally, Master Case No. 19-089 Initial Study Page119 of Santa Clarita, California business hours for the Neighborhood Self -Storage Facility operations are proposed from 6:00 AM to 10 PM, seven days a week. The customer service office will be open from 9:30 AM to 6:00 PM, seven days a week. The size of the spaces would not allow for operation of a business employing a substantial number of people to work onsite. Therefore, neither of these uses would induce population growth due to an employment on the site. No new roads or extension of other infrastructure is proposed. As such, the proposed Project is not expected to result in substantial unplanned population growth. Therefore, the impact would be less than significant, and no mitigation is required. b) Displace substantial numbers of existing housing, necessitating the construction of replacement housing elsewhere? No Impact. The Project Site is vacant, undeveloped, and, does not contain existing dwelling units. Therefore, no impacts would occur and no mitigation is required. 1 a r y = o rn m C M rna.+ r = 0 10 rn E o a cn E min min E z XV. PUBLIC SERVICES. Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for any of the public services: 1. Fire Protection? ❑ ❑ ® ❑ 2. Police Protection? ❑ ❑ ® ❑ 3. Schools? ❑ ❑ ® ❑ 4. Parks? ❑ ❑ ® ❑ 5. Other public facilities? ❑ ❑ ® ❑ 1) Fire protection? Less Than Significant Impact. Fire -protection services at the Project Site are provided by the Los Angeles County Fire Department (LACoFD), the Fire Services mutual aid system, the California Division of Forestry, and the United States Forest Service.39 Specifically, 16 fire stations with 15 engine companies, 5 paramedic squads, 1 hazardous 39 City of Santa Clarita, General Plan Safety Element, June 2011 page S-23, accessed March 2020. Master Case No. 19-089 Initial Study Page120 of Santa Clarita, California materials squad, and 2 ladder trucks serve the Santa Clarita Valley. The Project Site would be served primarily by Station No. 10440 - located at 26901 Golden Valley Road, approximately 1.5 miles north of the Project Site, and Station No. 111 - located at 26829 Seco Canyon Road, approximately 2.9 miles northwest of the Project Site.41 The Project would result in approximately 156,060 square -feet of new self -storage uses on the Project Site. As the amount of enclosed space would increase, the Project could potentially increase demand on LACoFD fire protection services. The Project Site is situated near existing commercial and residential development. The Project would not represent a unique land use or type of construction that would require additional fire department resources. Together, the two LACoFD stations would provide a sufficient level of fire protection service the project area, and this level of service would not be adversely affected by the Project. As described in the City's General Plan, the LACoFD has the following standards: strive to maintain a five-minute response time from fire stations to all urban areas within the City, maintain an eight -minute response time from fire stations to suburban areas, and a twelve - minute response time from fire stations to rural area.42 The 2007 average response time for the Santa Clarita Valley was approximately five minutes within City limits and eight minutes within unincorporated areas.43 The Project would comply with all applicable LACoFD and Unified Development Code (UDC) fire -safety regulations, as well as those established by the California Fire Code, including those related to fire -protection systems (e.g., automatic sprinkler systems, life -safety alarm systems). Adherence to these regulations is anticipated to reduce the increase in demand for fire -protection services to levels where additional staff would not be required to accommodate the additional demand. Further, access to the Project Site would not be restricted and would continue to be provided through one driveway on the east side of Valley Center Drive, south of the property frontage at the adjacent parcel. Implementation of the Project is not anticipated to increase response times to the Project Site or surrounding vicinity. As discussed below in subsection XV11 Transportation (a), the Project would not result in significant impacts at any of the signalized study intersections. Lastly, LACoFD would be provided an opportunity to review and comment on all project development plans before the issuance of building permits. LACoFD review would ensure adequate emergency access, fire hydrant availability, and compliance with all applicable codes. Thus, the Project would result in a less than significant impact with regard to fire protection services and no mitigation is required. 40 Note: Fire Station No. 104 is currently under construction, but will be operational at the time of Project completion. 41 Los Angeles County Fire Department, Fire Station Locator, website: https://locator.lacounty.gov/fire, accessed: March 2020. 42 City of Santa Clarita, General Plan Safety Element, June 2011 page S-18, accessed March 2020. 43 Ibid. Master Case No. 19-089 Initial Study Paae121 of Santa Clarita, California 2) Police protection? Less Than Significant Impact. Police protection is provided to the Project Site and the surrounding area by Los Angeles County Sheriff Department (LASD). The City of Santa Clarita is served by one LASD station, currently located at 23740 Magic Mountain Parkway, approximately 3.6 miles west of the Project Site. The Santa Clarita LASD provides helicopter air support, search and rescue coordination, and has a Career Offenders Burglary Robbery (COBRA) unit, which covers with juvenile and gang -related crimes.44 With the continued growth in the Santa Clarita Valley the LASD will be relocating to a new larger facility located on Golden Valley Road, south of Centre Pointe Parkway, which is currently under construction, by fall of 2020 (estimated).4s As established in the City's General Plan, LASD has a policy to strive to maintain one officer per 1,000 people.46 Response times for LASD calls vary by time of day, number of officers on duty, traffic conditions, and call volume. Calls for service are classified as Routine, Priority, or Emergent. Construction sites, if not properly managed, have the potential to attract criminal activity (such as trespassing, theft, and vandalism) and can become a distraction for local law enforcement from more pressing matters that require their attention. However, the Project would employ construction safety features including erecting temporary fencing along the periphery of the active construction areas to screen as much of the construction activity from view at the local street level and to deter trespassing, vandalism, short-cut attractions, potential criminal activity, and other nuisances. Therefore, potential impacts to police protection services during the construction of the Project would be less than significant and no mitigation measures would be required. Implementation of the Project could result in an increase of approximately less than 10 employees within the City, thereby generating a potential increase in the number of service calls from the Project Site. As mentioned above, the Project would result in approximately 156,060 square feet of new self -storage on the Project Site. This increase in employees and visitors is not anticipated to increase demand for police protection services to levels where additional staff would be required to accommodate the additional demand. The Project would be designed to deter crime by limiting on -site "dead zone" spaces. The building and layout design of the Project would also include crime prevention features, such as nighttime security lighting. Further, access to the Project Site would be restricted. Implementation of the Project is not anticipated to increase response times to the Project Site or surrounding vicinity. Nevertheless, the City's General Plan Safety Element stated that the primary planning issue 44 City of Santa Clarita, General Plan Safety Element, June 2011 page S-31, accessed March 2020. 45 Santa Clarita Valley Signal, Santa Clarita Breaks Ground On New Sheriff's Station Site, website: https://signalscv.com/2018/07/santa-clarita-breaks-ground-on-new-sheriffs-station-site% accessed March 2020. 46 City of Santa Clarita, General Plan Safety Element, June 2011 page S-31, accessed March 2020. Master Case No. 19-089 Initial Study Paae122 of Santa Clarita, California for the Sheriff's Department is the expansion of space both at the main station and at additional substations, to meet existing and projected needs for law enforcement programs and services in the Santa Clarita Valley. In 2008, the LASD adopted a funding program for capital facilities needed to meet the law enforcement needs of expected growth in the Santa Clarita Valley through collection of a law enforcement impact fee. Both the City and the County collect the law enforcement fee on new development permits to fund future facilities. As stated in the Unified Development Code Section 17.51.010(B)(1), the purpose of the Law Enforcement Facilities Fee is to mitigate potentially adverse impacts due to the inadequacy of law enforcement facilities that might otherwise occur with new development. The Project Applicant's payment of fees would ensure that law enforcement services would adequately serve the Project. Additionally, the Storage Facility Project would not result in any unique or extensive crime problems. As discussed above, the development of the Project is not expected to result in a need for new or expanded LASD facilities or addition of any special crews or other resources. The Project itself would not necessitate expansion of police protection services and impacts would be less than significant. However, payment of the Law Enforcement Facilities Fee would further reduce the less than significant impact and no mitigation is required. 3) Schools? Less Than Significant Impact. Implementation of the Project could result in an increase of approximately less than 10 employees within the City and the school districts serving the area. It is possible that these employees already reside in the area and have children attending public schools. In a worse -case scenario, these 10 employees are new to the City and area and would have children attending school as new students to the school districts. This Project is a commercial development with no residential uses and the future employees may reside within any of the school districts serving the Santa Clarita Valley. These school districts assess development impact fees to help finance new and expanded facilities needed to accommodate population growth and increasing enrollments. The fees change over time and are collected by the City at the time of issuance of building permits. Pursuant to Senate Bill (SB) 50 (the Leroy F. Green School Facilities Act of 1988), payment of the mandatory school district fees is sufficient mitigation for the project's potential impact on school facilities and impacts would be less than significant and no mitigation is required. The project would be subject to the applicable development fees, if any, for the William S. Hart Union High School District and the Saugus Union School District. 4) Parks? Less Than Significant Impact. The City of Santa Clarita Recreation and Community Services Department manages all municipally owned and operated recreation and park facilities within the City. In general, residential development directly generates demand for recreation and parks facilities. As discussed above, the Project would not directly generate any additional permanent residents. The type of employment offered by the Project would not cause a notable number of people, if any, to move to the Project area. Employees of the Project Site would not be expected to use local parks or recreational facilities to any great Master Case No. 19-089 Initial Study Page123 of Santa Clarita, California extent, since they typically would not have long periods of time during the workday to visit parks and recreational facilities. Thus, the Project would not result in any measurable demand for parks and recreational services and, therefore, would not increase the use of existing neighborhood and regional parks or other recreational facilities such that a substantial physical deterioration of the facility would occur or be accelerated. Therefore, impacts on parks and recreation services would be less than significant and no mitigation is required. 5) Other public facilities? Less Than Significant Impact. Library services for the Project area are provided by the City of Santa Clarita. The nearest library is the Canyon Country Jo Anne Darcy Library, located at 18601 Soledad Canyon Road, approximately 4.2 miles east of the Project Site. In general, residential development results in a direct increase in demand on library services. As the Project would not generate new residents, Project would not generate an additional need for library space or volumes of permanent collection. Storage facilities do not generate as manyjobs as other uses such as commercial office, retail, or industrial uses; therefore, the Project will not result in a substantial increase in regional employment or population growth, and the Project would not be anticipated to result in the need to construct any new or physically alter governmental facilities. Any impact would be a less than significant and no mitigation is required. 1 r �! m r= a E y = o rnE C M rna.+ 0 10 rn E o a cn min min z XVI. RECREATION. Would the project: a. Would the project increase the use of existing neighborhood and regional parks or other recreational facilities, such that ❑ ❑ ® ❑ substantial physical deterioration of the facility would occur or be accelerated? b. Does the project include recreational facilities or require the construction or expansion of recreational facilities, which ❑ ❑ ® ❑ might have an adverse physical effect on the environment? a) Increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated? Less Than Significant Impact. As discussed above in subsection XV Public Services (Parks), in general, residential development directly generates demand for recreation and parks facilities. No permanent residential development would occur under the Project. Thus, the Project would not intensify the usage of the available park and recreational facilities. The type of employment offered by the Project would not cause a notable number of people, if any, to move to the Project area. Thus, the Project would not result in any measurable demand for parks and recreational services and, therefore, would not increase the use of existing neighborhood and regional parks or other recreational facilities such that a substantial physical deterioration of Master Case No. 19-089 Initial Study Paae124 of Santa Clarita, California the facility would occur or be accelerated. Therefore, impacts on existing neighborhood or regional parks, or other recreational facilities would be less than significant, and no mitigation is required. b) Include recreational facilities or require the construction or expansion of recreational facilities which might have an adverse physical effect on the environment? Less Than Significant Impact. The Project does not include construction of on -site recreational amenities. As discussed above, the Project would not result in any measurable demand for parks and recreational services and, therefore, would not require the construction or expansion of recreational facilities. Therefore, impacts would be less than significant and no mitigation is required. 1 r �! m r= a y = o rnE a cn C M rna.+ min 0 10 rnE min E o z XVII. TRANSPORTATION. Would the project: a. Conflict with a program, plan, ordinance, or policy the circulation system, including transit, roadway, bicycle, and ❑ ❑ ® ❑ pedestrian facilities? b. Conflict with an applicable congestion management program, including, but not limited to level of service standards and travel demand measures, or other standards established by ❑ ❑ ❑ the county congestion/management agency for designated roads or highways? c. Substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or ❑ ❑ ® ❑ incompatible uses (e.g., farm equipment)? d. Result in inadequate emergency access? ❑ ❑ ❑ The information in this section, and hereby incorporated by reference, is based on the Transportation Impact Study Santa Clarita Self -Storage Project (Transportation Impact Study), July 8, 2020, prepared for the Project by Linscott, Law & Greenspan, Engineers. The Traffic Impact Study is provided as Appendix G to this IS/MND. On September 27, 2013, Governor Brown signed Senate Bill (SB) 743 (Steinberg, 2013). Among other things, SB 743 creates a process to change the methodology to analyze transportation impacts under California Environmental Quality Act (CEQA - Public Resources Code section 21000 and following), which could include analysis based on project vehicle miles traveled (VMT) rather than impacts to intersection Level of Service. Under SB 743, the focus of transportation analysis pursuant to CEQA will shift from driver delay, or level of service (LOS), to reduction of vehicle miles traveled, reduction in greenhouse gas emissions, creation of multimodal networks and promotion of mixed -use developments. Master Case No. 19-089 Initial Study Page 125 City of Santa Clarita, California On December 30, 2013, the State of California Governor's Office of Planning and Research (OPR) released a preliminary evaluation of alternative methods of transportation analysis. The intent of the original guidance documentation was geared first towards projects located within areas that are designated as transit priority areas, to be followed by other areas of the State. OPR updated the technical advisory that accompanies the revised CEQA Guidelines in April 2018 and submitted the proposed updates to the CEQA Guidelines to the California Natural Resources Agency (NRA). In December 2018, the California Natural Resources Agency certified and adopted amendments to the CEQA Guidelines implementing SIB 743 with a target implementation date of July 1, 2020. The updated CEQA Guidelines allow for lead agency discretion in establishing methodologies and thresholds provided there is substantial evidence to demonstrate that the established procedures promote the intended goals of the legislation. Where quantitative models or methods are unavailable, Section 15064.3 allows agencies to assess VMT qualitatively using factors such as availability of transit and proximity to other destinations. The Technical Advisory on Evaluating Transportation Impacts in CEQA ("Technical Advisory") provides considerations regarding methodologies and thresholds with a focus on office, residential, and retail developments as these projects tend to have the greatest influence on VMT. As of the preparation of this assessment, many jurisdictions including the City of Santa Clarita are currently in the process of developing updated procedures for VMT analysis. The following analysis includes both LOS impact analysis and the new VMT metric for measuring traffic impacts. a) Conflict with a program, plan, ordinance, orpolicy addressing the circulation system, including transit, roadway, bicycle, and pedestrian facilities? Less Than Significant Impact. A significant impact could occur if a project were to result in substantial increases in traffic volumes in the vicinity of a Project Site such that the existing street capacity experiences a decrease in the existing volume to capacity ratios, or experiences increased traffic congestion exceeding recommended level of service. Traffic Counts Manual counts of vehicular turning movements were conducted at the two (2) study intersections during the weekday morning (AM) and afternoon (PM) commuter periods, as well as the Saturday mid -day peak period, to determine the peak hour traffic volumes. The manual counts were conducted in Fall 2018 by an independent traffic count subconsultant (City Traffic Counters) at the study intersections from 7:00 AM to 9:00 AM to determine the weekday AM peak commuter hour, from 4:00 PM to 6:00 PM to determine the weekday PM peak commuter hour, and from 12:00 PM to 2:00 PM to determine the Saturday mid -day peak hour. Traffic volumes at the study intersections show the typical peak periods between 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM generally associated with the peak morning and afternoon commuter time periods. Master Case No. 19-089 Initial Study Page126 Project Trip Generation of Santa Clarita, California Traffic generation is expressed in vehicle trip ends, defined as one-way vehicular movements, either entering or exiting the generating land use. Traffic volumes expected to be generated by the proposed Project during the weekday AM and PM peak hours and Saturday mid -day peak hour, as well as on a daily basis for a weekday and a Saturday, were estimated using rates published in the ITE Trip Generation Manual. The ITE Land Use Code 151 (Mini - Warehouse) trip generation rate was used to forecast the traffic volumes generated by the Project. Traffic volumes expected to be generated by the proposed Project were based upon rates per gross square feet for the building area. Weekday Project Trip Generation Summary The weekday trip generation rates and forecast of vehicular trips generated by the proposed Project is summarized in Table 19, Project Trip Generation. This trip generation forecast was submitted for review and approval by City of Santa Clarita staff. As presented in Table 19, the proposed Project is expected to generate 16 vehicle trips (10 inbound trips and 6 outbound trips) during the weekday AM peak hour. During the weekday PM peak hour, the proposed Project is expected to generate 27 vehicle trips (13 inbound trips and 14 outbound trips). Over a 24-hour period, the proposed Project would generate 238 daily trip ends (approximately 119 inbound trips and 119 outbound trips) during a typical weekday. No trip reductions were employed in the analysis to account for use of alternative transportation/travel modes. Therefore, the above estimate of vehicular trip generation is conservative for analysis purposes. Weekend Project Trip Generation Summary The Saturday trip generation forecast for the proposed Project is also summarized in Table 19. As summarized in Table 19, the proposed Project is expected to generate 49 vehicle trips (29inbound trips and 20 outbound trips) during the Saturday mid -day peak hour. Over a 24-hour Saturday period, the proposed Project is forecast to generate 308 vehicle trips (approximately 154 inbound trips and 154 outbound trips). Traffic Analysis The traffic impact analysis prepared for the study intersections using the ICU methodology and application of the City of Santa Clarita significant traffic impact criteria is summarized in Table 20, Summary of Volume to Capacity Ratios and Levels of Service Weekday AM, PM, and Saturday Mid -day Peak Hours. The ICU data worksheets for the analyzed intersections are contained in Appendix G. Existing Conditions As indicated in Table 20, both study intersections are presently operating at LOS B or better during the weekday AM, PM, and Saturday mid -day peak hours under existing conditions. The existing traffic volumes at the study intersections during the weekday AM, PM, and Saturday mid -day peak hours are displayed in Appendix G, Figure 5-1. Master Case No. 19-089 Initial Study Paae127 Existing With Project Conditions of Santa Clarita, California As shown in Table 20, application of the City's threshold criteria to the "Existing With Project" scenario indicates that the proposed Project is not expected to result in a significant impact at any of the study intersections during the weekday morning, afternoon and Saturday mid- day peak hours. Incremental, but not significant, impacts are noted at all of the study intersections. The existing with project traffic volumes at the study intersections during the weekday AM, PM, and Saturday mid -day peak hours are illustrated in Appendix G, Figure 9-1. Future Conditions Future Without Project Conditions The future cumulative baseline conditions were forecast based on the addition of traffic generated by the completion and occupancy of the related projects, as well as the growth in traffic due to the combined effects of continuing development, intensification of existing developments and other factors (i.e., ambient growth). The v/c ratios and delay at all study intersections are incrementally increased with the addition of ambient traffic and traffic generated by the related projects listed in Appendix G, Table 6-1. As presented Table 20, both of the study intersections are expected to operate at LOS C or better during the weekday AM, PM, and Saturday mid -day peak hours with the addition of growth in ambient traffic and related projects traffic under the future without project conditions. The future without project (existing, ambient growth and related projects) traffic volumes at the study intersections during the weekday AM, PM, and Saturday mid- day peak hours are presented in Appendix G, Figure 9-2. Future With Project Conditions As shown in Table 20, application of the City's threshold criteria to the "Year 2022 Future With Project" scenario indicates that the proposed Project is not expected to result in a significant impact at any of the study intersections during the weekday morning, afternoon and Saturday mid -day peak hours. Incremental, but not significant, impacts are noted at all of the study intersections. Because there are no significant impacts, no traffic mitigation measures are required or recommended forthe study intersections. The future with project (existing, ambient growth, related projects and project) traffic volumes at the study intersections during the weekday AM, PM, and Saturday mid -day peak hours are illustrated in Appendix G, Figure 9- 3. Impacts would be less than significant and no mitigation measures would be required. Table 19 Proiect Trip Generation Mini- 1 157,500 238 10 6 16 13 14 27 308 29 20 49 Warehouse GSF Total 1 238 10 6 16 13 14 27 308 29 20 49 Master Case No. 19-089 Initial Study Page128 Table 19 Proiect Trip Generation of Santa Clarita, California Trips are one-way traffic movements, entering or leaving. ITE Land Use Code 151 (Mini -Warehouse) trip generation average rates. - Weekday Daily Trip Rate: 1.51 trips/1, 000 SF of floor area; 50% inbound/50% outbound - Weekday AM Peak Hour Trip Rate: 0.10 trips/1, 000 SF of floor area; 60% inbound/40% outbound - Weekday PM Peak Hour Trip Rate: 0.17 trips/1, 000 SF of floor area; 47% inbound/53% outbound - Saturday Daily Trip Rate: 1.95 trips/1, 000 SF of floor area; 50% inbound/50% outbound - Saturday Peak Hour of Generator Trip Rate: 0.31 trips/1, 000 SF of floor area; 59% inbound/41 % outbound Source: ITE "Trip Generation Manual". 10th Edition. 2017. Transit Impacts As required by the 2010 Congestion Management Program, a review was made of the potential impacts of the project on transit service. Existing transit service is provided in the vicinity of the proposed self -storage Project. The Project trip generation was adjusted by values set forth in the CMP (i.e., person trips equal 1.4 times vehicle trips, and transit trips equal 3.5 percent of the total person trips) to estimate transit trip generation. Pursuant to the CMP guidelines, the proposed Project is forecast to generate demand for one transit trip during the weekday AM peak hour, one transit trip during the weekday PM peak hour, and two transit trips during the Saturday mid- day peak hour. Over a 24- hour period, the proposed Project would generate demand for 10 weekday daily transit trips and 12 Saturday daily transit trips. Two bus/train transit lines and routes are provided adjacent to or close to the Project Site. These two transit lines provide services for an average of (i.e., average of the directional number of buses/trains during the peak hours) roughly 9 trains/buses during the weekday AM peak hour, 11 trains/buses during the weekday PM peak hour, and 6 trains/buses during the Saturday mid -day peak hour. Therefore, based on the above calculated weekday AM, PM, and Saturday mid -day peak hour trips, this would correspond to less than one additional transit rider per bus. It is anticipated that the existing transit service in the Project area would adequately accommodate the increase of Project -generated transit trips. Thus, given the number of Project -generated transit trips per bus/train, no impacts on existing orfuture transit services in the Project area are expected to occur as a result of the proposed Project and no mitigation measures are required. VMT Assessment The City of Santa Clarita adopted its Vehicle Miles Traveled (VMT) procedures on June 23, 2020. In consultation with the City's Traffic Division, the Project's VMT analysis has been assessed qualitatively based on guidance from the OPR's Technical Advisory and review of Master Case No. 19-089 Initial Study Page129 of Santa Clarita, California VMT policies. The Technical Advisory provides the following potential screening criteria for certain land development projects that may be presumed to result in a less than significant VMT impact: ■ Local -serving retail less than 50,000 square feet, including schools, daycare, student housing, etc. ■ Small projects generating less than 110 trips per day ■ Residential and office projects located in areas with low-VMT ■ Projects near transit stations or major transit stop along a high quality transit corridor ■ Residential projects with a high percentage of affordable housing As mentioned in OPR's Technical Advisory on Evaluating Transportation Impacts in CEQA, new retail development typically redistributes and reroutes existing shopping trips rather than create new trips. By adding retail opportunities into the urban fabric and thereby improving destination proximity, local -serving retail tends to shorten trips and reduce VMT. It is also noted that lead agencies may presume such local serving retail development creates a less than significant transportation impact. Similarly, the proposed project would improve the proximity of self -storage facilities serving the local community, thereby shortening travel distances and reducing VMT. Figure 17, Location of Storage Facilities, shows a map of existing self -storage facilities in the project vicinity. As shown in Figure 17, the majority of existing self -storage facilities are located west of the project site, near Bouquet Canyon Road and Railroad Avenue. The proposed project is located further east and will improve proximity of self -storage facilities for the community located near Newhall Ranch Road. Therefore, the proposed self storage facility is expected to shorten trips and is expected to exhibit VMT characteristics similar to that of a local -serving retail use. Although the proposed self -storage project is more than 50,000 square feet, as representative of self -storage facilities most of the space would be utilized as passive space for storage, and as such, the project is anticipated to generate significantly fewer trips than 50,000 square feet of retail use. As summarized in Table 21, Project Trip Generation Comparison with VMT Screening Criteria, the proposed Project is forecast to generate approximately 1,650 fewer weekday daily vehicle trips and 1,998 fewer Saturday daily trips than that expected to be generated by a 50,000 square -foot local serving retail development. Thus, the proposed Santa Clarita self -storage project can be presumed to result in a less than significant VMT impact based on State guidance because it would reduce VMT by shortening trips, similar to local - serving retail developments. 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Master Case No. 19-089 Initial Study Page 135 City of Santa Clarita, California Table 21 Project Trip Generation Comparison with VMT Scree ing Criteria Proposed Project a Mini- Warehouse' I 157,500 GSF 238 10 6 16 13 14 27 308 29 20 49 Screening Land Use b Retai12 50,000 GLSF 1,888 29 18 47 92 99 191 2,306 117 108 225 Difference in Trip (1,650) (19) (12) (31) (79) (85) (164) (1,998) (88) (88) (176) Generation a - b Trips are one-way traffic movements, entering or leaving. 1.ITE Land Use Code 151 (Mini -Warehouse) trip generation average rates. - Weekday Daily Trip Rate: 1.51 trips/1, 000 SF of floor area; 50% inbound/50% outbound - Weekday AM Peak Hour Trip Rate: 0.10 trips/1, 000 SF of floor area; 60% inbound/40% outbound - Weekday PM Peak Hour Trip Rate: 0.17 trips/1, 000 SF of floor area; 47% inbound/53% outbound - Saturday Daily Trip Rate: 1.95 trips/1, 000 SF of floor area; 50% inbound/50% outbound - Saturday Peak Hour of Generator Trip Rate: 0.31 trips/1, 000 SF of floor area; 59% inbound/41 % outbound 2.ITE Land Use Code 820 (Shopping Center) trip generation average rates. - Weekday Daily Trip Rate: 37. 75 trips/1, 000 SF of floor area; 50% inbound/50% outbound - Weekday AM Peak Hour Trip Rate: 0.94 trips/1, 000 SF of floor area; 62% inbound/38% outbound - Weekday PM Peak Hour Trip Rate: 3.81 trips/1, 000 SF of floor area; 48% inbound/52% outbound - Saturday Daily Trip Rate: 46.12 trips/1, 000 SF of floor area; 50% inbound/50% outbound - Saturday Peak Hour of Generator Trip Rate: 4.5 trips/1, 000 SF of floor area; 52% inbound/48% outbound Source: ITE "Trip Generation Manual'; 10th Edition, 2017,and LLG, June 2020. VMT Findings and Conclusion This VMT analysis has been conducted to identify and evaluate the potential impacts of the proposed project based on the VMT methodology set forth in the OPR's Technical Advisory on Evaluating Transportation Impacts in CEQA. According to the screening criteria in the Technical Advisory, the proposed self -storage project can be presumed to result in a less than significant VMT impact since it would reduce VMT by shortening trips, similar to those of local - serving retail establishments. Therefore, the Project can reasonably be presumed to result in a less than significant impact related to consistency with a program, plan, ordinance, or policy of the circulation system, including transit, roadway, bicycle, and pedestrian facilities b) Conflict with an applicable congestion management program, including, but not limited to level of service standards and travel demand measures, or other standards established by the county congestion/management agency for designated roads or highways? No Impact. The Congestion Management Program (CMP) is a state -mandated program that was enacted by the California State Legislature with the passage of Proposition 111 in 1990. The program is intended to address the impact of local growth on the regional transportation system. As Master Case No. 19-089 Initial Study Page 136 City of Santa Clarita, California required by the 2010 Congestion Management Program, the Traffic Report analyzed the Project's potential impacts on designated monitoring locations on the CMP highway system. The closest CMP station is Seg. No, 1022: SR-14 Freeway north of Junction Route 5. The CMP TIA guidelines require that freeway monitoring locations must be examined if the proposed project will add 150 or more trips (in either direction) during either the weekday AM or PM peak periods. The proposed Project would not add 150 or more trips (in either direction) during either the weekday AM or PM peak hours to CMP freeway monitoring locations. The Project would generate no more than 16 total trips during the weekday AM peak hour, 27 total trips during the weekday PM peak hour, and 49 total trips during the Saturday mid -day peak hour, all of which are well below the 150 trips threshold. Therefore, no additional freeway or CMP analysis is necessary and no mitigation measures would be required. c) Substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? Less Than Significant Impact. A significant impact may occur if a project included new roadway design or introduced a new land use or features into an area with specific transportation requirements and characteristics that have not been previously experienced in that area, or if Project Site access or other features were designed in such a way as to create hazard conditions. Vehicular access to the Project Site would be provided via one driveway on the east side of Valley Center Drive, south of the property frontage at the adjacent parcel. The Valley Center Drive driveway would be constructed to City of Santa Clarita design standards. Due to the existing raised median island on Valley Center Drive, limited access would be provided at the project driveway (i.e., right -turn ingress as well as right -turn and left -turn egress movements only). No driveway curb cuts are planned to be provided along Golden Valley Road. Therefore, the Project would not introduce any hazardous geometric design features that would create significant hazards to the surrounding roadways. Furthermore, the Project Site would be accessed by vehicles and trucks that normally travel on City streets and the Project not introduce any incompatible uses that would create significant hazards to the surrounding roadways. Therefore, Project roadway improvements would not substantially increase hazards due to a design feature. Impacts would be less than significant and no mitigation measures would be required. d) Result in inadequate emergency access? No Impact. A significant impact may occur if the project design would not provide emergency access meeting the requirements of the Los Angeles County Sheriff Department (LASD) or the Los Angeles County Fire Department (LACoFD), or threatened the ability of emergency vehicles to access and serve the Project Site or adjacent uses. Vehicular access to the Project Site would be provided via one driveway on the east side of Valley Center Drive, south of the property frontage at the adjacent parcel. The Valley Center Drive driveway would be constructed to City of Santa Clarita design standards, which would allow for access for emergency vehicles. The proposed Valley Center Master Case No. 19-089 Initial Study Page 137 City of Santa Clarita, California Drive driveway would provide direct access to the surface parking area and customer service office located at the southwest corner of the site. An automatic gate would control access to the parking areas which serve the storage units, which would be designed to facilitate emergency access by the Fire Department and other emergency personnel (see LACoFD Fire Access Plan, Figure 10). The Project would provide adequate emergency access in conformance with City requirements. Furthermore, the Applicant would consult with the LASD and LACoFD prior to Project construction to ensure Project access plans are in compliance with LASD and LACoFD regulations. Therefore, there would be no impact related to emergency access and no mitigation measures would be required. 1 r �! m r= a y = o rnE a cn C M rna.+ min 0 10 rn min E E o z XVIII. TRIBAL CULTURAL RESOURCES. Would the project cause a substantial adverse change in the significance of a tribal cultural resource, defined in Public Resources Code section 21074 as either a site, feature, place, cultural landscape that is geographically defined in terms of the size and scope of the landscape, sacred place, or object with cultural value to a California Native American tribe, and that is: (i) Listed or eligible for listing in the California Register of Historical Resources, or in a local register of historical ❑ ® ❑ ❑ resources as defined in Public Resources Code section 5020.1 k , or (ii) A resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set forth in subdivision (c) of Public Resources Code Section 5024.1. In ❑ ® ❑ ❑ applying the criteria set forth in subdivision (c) of Public Resources Code Section 5024.1, the lead agency shall consider the significance of the resource to a California Native American tribe. Assembly Bill 52 ("AB 52"), signed into law on September 25, 2014, requires lead agencies to evaluate a project's potential to impact Tribal Cultural Resources ("TCR") and establishes a formal notification and, if requested, consultation process for California Native American Tribes as part of CEQA. TCR may include sites, features, places, cultural landscapes, sacred places, and objects with cultural value to a California Native American Tribe that are eligible for inclusion in the California Register or included in a local register of historical resources. AB 52 also gives lead agencies the discretion to determine, supported by substantial evidence, whether a resource qualifies as a TCR. Consultation is required upon request by a California Native American tribe Master Case No. 19-089 Initial Study Page 138 City of Santa Clarita, California that has previously requested that the City provide it with notice of such projects, and that is traditionally and culturally affiliated with the geographic area of a project. The City initiated AB52 consultation with the Fernandeno Tataviam Band of Mission Indians ("FTBMI") on January 2, 2020 (see Appendix H, Tribal Cultural Resources Letter, of this IS/MND). The FTBMI completed a review of the Project based on the documents provided by the City of Santa Clarita, FTBMI records, and historic aerial maps to gather information on the Tribal Cultural sensitivity of the Project's vicinity. The following analysis is based on the results of that consultation, which was completed between the City and FTBMI on April 7, 2020. a) Cause a substantial adverse change in the significance of a tribal cultural resource, defined in Public Resources Code section 21074 as either a site, feature, place, cultural landscape that is geographically defined in terms of the size and scope of the landscape, sacred place, or object with cultural value to a California Native American tribe, and that is listed or eligible for listing in the California Register of Historical Resources, or in a local register of historical resources as defined in Public Resources Code section 5020. 1 (k) ?Less Than Significant Impact With Mitigation. Please see response to threshold b) below. b) Cause a substantial adverse change in the significance of a tribal cultural resource, defined in Public Resources Code section 21074 as either a site, feature, place, cultural landscape that is geographically defined in terms of the size and scope of the landscape, sacred place, or object with cultural value to a California Native American tribe, and that is a resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set forth in subdivision (c) of Public Resources Code Section 5024.1 (In applying the criteria set forth in subdivision (c) of Public Resources Code Section 5024.1, the lead agency shall consider the significance of the resource to a California Native American tribe)? Less Than Significant Impact With Mitigation. As previously discussed in response to subsection V Cultural Resources (a), the Project Site is located within a developed urban setting and is a vacant graded lot. The Project Site has not been determined to be eligible for listing in the National Register of Historic Places, or California Register of Historic Resources. However, the Project lies in a significant cultural area surrounded by known TCRs. These consist of prehistoric and historic villages and seasonal habitation settlements, food production sites with bedrock mortars and manos, earth ovens and ash middens, as well as tool production sites, sites with rock shelters containing petroglyphs and pictographs, sites containing human burial(s), as well as isolated artifacts (isolates). Additionally, there are culturally significant landmarks such as unique geological formations, oak trees, and places with natural resources where people gathered to conduct daily life activities such as harvesting plants for food and medicine and collecting raw materials for tool production. The Project Site is located in the vicinity of settlements of the Tataviam Master Case No. 19-089 Initial Study Page 139 City of Santa Clarita, California people, including the villages Chaguayanga and Tobimonga, which are 2-3 miles from the Project Site. The FTBMI recognizes that the Project is (1) situated adjacent to the Santa Clara River, a natural water channel and prehistoric trail which connects significant and sensitive TCR sites, and there is potential to encounter further TCRs within in the Project along the edges of the river; (2) located within distance from the Tataviam Village of Chaguayanga and Tobimonga; (3) located within 2.5 miles of a known Native American cemetery inadvertently encountered during previous groundwork; and (4) and has never been archaeologically assessed nor tested for subsurface TCRs. Therefore, the FTBMI has identified the Project as exhibiting potential to impact inadvertent Tribal Cultural Resources during ground disturbing activities. Although surface TCRs have not been reported within the boundaries of the proposed Project Site, the range of archaeological sites and isolate artifacts that have been documented throughout the general area warrant taking precautions when proposing any ground disturbing activities. Therefore, mitigation measures are required. With the implementation of Mitigation Measure MM TCR 1 through TCR 3, impacts would be reduced to a level that is less than significant. Mitigation Measure MM TCR 1: In the event that Native American Tribal Cultural Resources are discovered during Project construction activities, all work in the immediate vicinity of the find (within a 60-foot buffer) shall cease and a qualified archaeologist meeting Secretary of Interior standards shall assess the find. The Fernandeno Tataviam Band of Mission Indians (FTBMI) shall be contacted to consult if any such find occurs. The archaeologist shall complete all relevant California State Department of Parks and Recreation (DPR) 523 Series forms to document the find and submit this documentation to the applicant, Lead Agency, and FTBMI. MM TCR 2: The Applicant shall enter into a Tribal Cultural Resource Agreement with the FTBMI for the identification and protection of sensitive Tribal Cultural Resources, in which the FTBMI shall be identified to provide the following services: • Consultation on the treatment of inadvertent discoveries and the disposition of inadvertently discovered non -funerary resources, and • Professional Native American monitoring for the remainder of ground - disturbing activities and archaeological work should Tribal Cultural Resources be encountered. MM TCR 3: If human remains or funerary objects are encountered during any construction activities associated with the Project, work in the immediate vicinity (within a Master Case No. 19-089 Initial Study Page 140 City of Santa Clarita, California 100-foot buffer of the find) shall cease and the County Coroner shall be contacted pursuant to State Health and Safety Code §7050.5 and that code shall be enforced for the duration of the Project. • Inadvertent discoveries of human remains and/or funerary object(s) are subject to California State Health and Safety Code Section 7050.5, and the subsequent disposition of those discoveries shall be decided by the Most Likely Descendant (MILD), as determined by the Native American Heritage Commission (NAHC), should those findings be determined as Native American in origin. 1 r r �! m r= a y = o rnE a cn C M rna.+ min 0 10 rn min E E o z XIX. UTILITIES AND SERVICE SYSTEMS. Would the project: a. Require or result in the relocation or construction of new or expanded water, wastewater treatment, stormwater drainage, electric power, natural gas, or telecommunications facilities, ❑ ❑ ® ❑ the construction or relocation of which could cause significant environmental effects? b. Have sufficient water supplies available to serve the project and reasonably foreseeable future development during ❑ ❑ ® ❑ normal, dry, and multiple dry years? c. Result in a determination by the wastewater treatment provider which serves or may serve the project that it has ❑ ❑ ® ❑ adequate capacity to serve the project's projected demand in addition to the provider's existing commitments? d. Generate solid waste in excess of State or local standards, or in excess of the capacity of local infrastructure, or otherwise ❑ ❑ ® ❑ impair the attainment of solid waste reductiongoals? e. Comply with federal, state, and local management and ❑ ❑ ® ❑ reduction statutes and regulations related to solid waste? a) Require or result in the relocation or construction of new or expanded water, wastewater treatment, stormwater drainage, electric power, natural gas, or telecommunications facilities, the construction or relocation of which could cause significant environmental effects? Less than Significant Impact. Water Facilities The Project Site would include the installation of a new water line near the entrance to the property and connect to an existing water distribution line in Valley Center Drive. The demand and installation of new water supply lines and fire hydrants are evaluated and managed by Master Case No. 19-089 Initial Study Page 141 City of Santa Clarita, California Santa Clarita Valley Water Agency (SCV Water) and Los Angeles County Fire Department (LACoFD), respectively, under their own independent environmental analysis. As stated above, the Project would require construction of a new, on -site water distribution line to serve the new building. Impacts associated with the installation of a water distribution line would primarily involve trenching in order to place the water distribution line below surface and would be limited to on -site water distribution and minor offsite work associated with connections to the public main. Prior to ground disturbance, Project contractors would coordinate with SCV Water to identify the locations and depth of all lines. SCV Water would be notified in advance of proposed ground disturbance activities to avoid water lines and disruption of water service. Therefore, the construction of new water facilities would not result in significant environmental effects. Accordingly, impacts related to the construction of new water facilities would be less than significant and no mitigation is required. Wastewater Facilities The Project Site would include the installation of a sewer line near the entrance to the property and connect to an existing wastewater line in Valley Center Drive. The Project's wastewater would be treated by the Santa Clarita Valley Sanitation District which operates two wastewater reclamation plants (WRP); Saugus WRP and Valencia WRP. The Saugus WRP provides primary, secondary and tertiary treatment with a design capacity of 6.5 million gallons of wastewater per day. In 2015, the Saugus WRP produced an average of 5.5 million gallons per day (mgd) of tertiary recycled water.47 The Valencia WRP is a tertiary treatment plant with solids processing facilities. The plant provides primary, secondary and tertiary treatment with a design capacity of 21.6 million gallons per day (mgd) of wastewater. In 2015, the Valencia WRP produced an average of 13.1 mgd of tertiary recycled water.48 The Valencia WRP processes all wastewater solids generated in the Santa Clarita Valley Sanitation District. In addition to these WRPs, other developments in the Santa Clarita Valley, including Newhall Ranch and Vista Canyon, will construct new water reclamation facilities. Given the type of land use proposed, the Project would generate nominal wastewater flows once it is completed .49 Accordingly, it is not anticipated that the Project would require the construction of new wastewater treatment facilities as the WRPs have sufficient capacity to accommodate additional growth. Therefore, the Project would not result in the need to construct new or expanded wastewater treatment (reclamation) plants and impacts would be less than significant. No mitigation is required. The Project would require construction of new on -site wastewater infrastructure to serve the new building (sewer lateral). Impacts associated with wastewater infrastructure would 47 2015 Urban Water Management Plan, Recycled Water Master Plan, published 2015. 48 Ibid. 49 Based on County of Los Angeles Sanitation District average wastewater generation factors, wastewater generated by the Project would be (924 sf x 0.2) =85 gallons per day. Master Case No. 19-089 Initial Study Page 142 City of Santa Clarita, California primarily be confined to trenching for miscellaneous utility lines and connections to public infrastructure. Installation of wastewater infrastructure would be limited to on -site wastewater distribution, and minor offsite work associated with connections to the public main in Valley Center Drive. Although no upgrades to the public main are anticipated, minor offsite work along the Project frontage would be required in order to connect to the public main. All offsite work would be performed in consultation and under the approval of the County Sanitation Districts of Los Angeles County, which operates the Santa Clarita Valley Sanitation District. Therefore, the construction of new wastewater facilities would not result in significant environmental effects. Accordingly, impacts related to the construction of new wastewater facilities would be less than significant and no is required. Stormwater Drainage Facilities Refer to subsection X Hydrology and Water Quality, above, for a discussion of stormwater drainage facilities. As discussed there, BMPs would be required to control stormwater runoff with no increase in runoff resulting from the Site, and runoff would continue to discharge to the same location (Valley Center Drive) and drain to the same stormwater systems. As such, stormwater runoff from the Project Site would not be expected to exceed the capacity of the existing or planned stormwater drainage systems and would not be expected to require the construction of new facilities. However, should the City determine improvements to the stormwater drainage system are necessary during the normal permit review process, the Applicant would be responsible for those upgrades. As the need for no new stormwater infrastructure is anticipated, therefore, impacts related to the construction of new stormwater facilities would be less than significant and no mitigation is required. Electric Power Facilities The Southern California Edison Company (SCE) would supply the Project electricity from the existing electrical system. However, the Project would require an on -site transformation facility and may require underground line extensions on public streets. All electrical facility installation and connection to the existing system would be done in coordination and under the approval of the SCE. Furthermore, the incorporation of the 2016 Title 24 standards into the Project would ensure that the Project would not result in the inefficient, unnecessary, or wasteful consumption of energy. Therefore, the construction of new electric power facilities would not result in significant environmental effects. Accordingly, impacts would be less than significant and no mitigation is required. Natural Gas Facilities Southern California Gas Company (SoCalGas) would supply the Project natural gas from the existing natural gas facilities. The Project would require construction of new, on -site gas distribution lines to serve the self -storage building. Connection to existing natural gas facilities would be done in coordination with, and under the supervision of, SoCalGas. Furthermore, Master Case No. 19-089 Initial Study Page 143 City of Santa Clarita, California the Project would comply with 2016 Title 24 energy conservation standards for insulation, glazing, lighting, shading, and water and space heating systems for new construction. Therefore, the construction of new natural Gas facilities would not result in significant environmental effects. Accordingly, impacts would be less than significant and no mitigation is required. Telecommunications Facilities Construction -related activities, including grading and excavation, could encroach on telecommunication facilities. However, before construction begins, the Project Applicant would be required to coordinate with applicable regulatory agencies and telecommunication providers to locate and avoid or implement the orderly relocation of telecommunication facilities that would be affected. The relocation of new telecommunication facilities, if any, would not result in significant environmental effects. Accordingly, impacts would be less than significant and no mitigation is required. b) Have sufficient water supplies available to serve the project and reasonablyforeseeable future development during normal, dry, and multiple dry years? Less than Significant Impact. The Project Site is located within the Santa Clarita Valley Water Agency (SCV Water Agency), which was created January 1, 2018 by an act of the State Legislature (SB 634) though the merger of three water agencies in the Santa Clarita Valley serving a population of 273,000, covering 195 square miles. The SCV Water Agency consists of three water divisions: Newhall Water Division, Santa Clarita Water Division, and Valencia Water Division. The Project Site is located within the Santa Clarita Water Division. SCV Water Agency's supply is derived from a number of sources including groundwater, the State Water Project (SWP), recycled water, and banking and exchange programs. More than half of the supply is imported through the SWP. The California Urban Water Management Planning Act of 1984 requires every municipal water supplier who serves more than 3,000 customers or provides more than 3,000 acre-feet of water per year, to prepare an Urban Water Management Plan (UWMP) every five years to identify short-term and long-term water resources management measures to meet growing water demands during normal, single -dry, and multiple -dry years. The most recent UWMP was published in 2015 by the previous Castaic Lake Water Agency. To undertake the UWMP, data on uses and planned land use development were compiled from each of the retail water purveyors, the City of Santa Clarita, and County of Los Angeles land use plans to estimate demand out to 2050. An analysis was preformed that combined growth projections with water data to forecast total water demand in future years. Retailer -specific population projects are based on the land use dwelling units using buildout estimates and the persons per household estimates from various planning and management documents, such as local General Plans. As part of the development of the Project, the Project is requesting a General Plan Amendment (GPA) and Zone Change (ZC). A GPA and ZC are required to change the General Plan land use and zoning designation of Master Case No. 19-089 Initial Study Page 144 City of Santa Clarita, California the Project Site from Community Commercial (CC) to Business Park (BP). While a GPA and ZC is requested, the proposed project, if approved, would not be expected to demand more water than accounted for under the current CC zone. The project would not be expected to affect the future water projects of SCV Water for the Project Site, because a self -storage use would use less water than typical uses in the CC zone such as restaurants, supermarkets, or carwashes. Therefore, the amount of new annual demand from the project would be insignificant relative to available water supplies through 2040, based on planned resource development by SCV Water. As determined through the UWMP process, the Santa Clarita Water Agency has adequate supplies to meet the Agency's service area demands during normal, single -dry, and multiple - dry years, throughout the 35-year planning period. Therefore, since the project is a commercial self -storage use with nominal water demand and does not include residential uses, the Project would not be expected to negatively affect the UWMP projections. The SCV Water Agency has adequate supplies and the Project would not require new or expanded water supply entitlements. Thus, the Project would have a less than significant impact in relation to this issue and no mitigation is required. c) Result in a determination by the wastewater treatment provider which serves or may serve the project that it has adequate capacity to serve the project's projected demand in addition to the provider's existing commitments? Less than Significant Impact. As stated under threshold question XIX Utilities and Service Systems (a), above, the sewage flow from operation of the Project would ultimately be conveyed to Santa Clarita Valley Sanitation Districts (operated by Los Angeles County Sanitation District), which has sufficient capacity for the Project. Therefore, impacts would be less than significant and no mitigation measures would be required. d) Generate solid waste in excess of State or local standards, or in excess of the capacity of local infrastructure, or otherwise impair the attainment of solid waste reduction goals? Less than Significant Impact. Waste disposal sites (i.e., landfills) are operated by the County and by private companies. In addition, transfer stations temporarily store debris until larger haul trucks are available to transport the materials directly to the landfills. Landfill availability is limited by several factors, including: (1) restrictions to accepting waste generated only within a particular landfill's jurisdiction and/or watershed boundary, (2) tonnage permit limitations, (3) types of waste, and (4) operational constraints. Planning for long-term disposal needs occurs at the regional level and is an on -going endeavor. The City is served by Chiquita Canyon Landfill, Antelope Valley Landfill, and the Sunshine Canyon Landfill. The Chiquita Canyon Landfill accepts residential, commercial, and construction waste. Solid waste from the Project area would be transported to the Chiquita Canyon Landfill for disposal Master Case No. 19-089 Initial Study Page 145 City of Santa Clarita, California by private waste haulers. The average daily intake of the Chiquita Canyon Landfill is approximately 2,307 tons and the permitted daily intake is 12,000 tons per day.50 The Antelope Valley Landfill accepts residential, commercial, and construction waste. Solid waste from the Project area would be transported to the Antelope Valley Landfill for disposal by private waste haulers. The average daily intake of the Antelope Valley Landfill is approximately 1,677 tons and the permitted daily intake is 3,600 tons per day.51 The Sunshine Canyon Landfill accepts residential, commercial, and construction waste. Solid waste from the Project area would be transported to the Sunshine Canyon Landfill for disposal by private waste haulers. The average daily intake of the Sunshine Canyon Landfill is approximately 7,582 tons and the permitted daily intake is 12,100 tons per day.52 Construction of the Project would generate construction waste. Construction of the Project building is estimated to generate approximately 281 tons of solid waste.53 This forecasted solid waste generation is a conservative estimate as it assumes no reductions in solid waste generation would occur due to recycling. The construction and demolition waste would be delivered to City certified construction and demolition waste processors where it would be recycled as feasible. The Countywide Integrated Management Plan 2018 Annual Report concludes that there is current capacity of 163.4 million tons available throughout the County for the disposal of inert waste.54 Therefore, the Project -generated construction waste of 281 tons would represent a very small percentage of the inert waste disposal capacity in the region. During operation, the Project would generate solid waste that is typical of a commercial storage and office space use and would be consistent with all federal, state, and local statutes and regulations regarding proper disposal. As shown in Table 22, Project Estimated Daily Solid Waste Generation, Project Estimated Daily Solid Waste Generation, the Project would generate approximately 723 pounds per day of net solid waste. AB 939 was enacted to reduce, recycle, and reuse solid waste generated in the State to the maximum extent feasible. Specifically, AB 939 required cities and counties to identify an implementation schedule to divert 50 percent of the total waste stream from landfill disposal by 2000. AB 939 also required each city and county to promote source reduction, recycling, and safe disposal or transformation. All solid waste -generating activities within the City, including the Project, 50 Countywide Integrated Waste Management Plan 2018 Annual Report, March 2020. 51 Ibid. 52 Ibid, 53 A construction waste generation rate of 3.89 pounds per square foot for nonresidential construction was used. 156,060 square feet of nonresidential construction multiplied by 3.89 pounds is 561,455 pounds (281 tons). Source: USEPA Report No. EPA A530-98-010, Characterization of building Related Construction and Debris in the United States, July 1998, 54 Countywide Integrated Waste Management Plan 2018 Annual Report, March 2020. Master Case No. 19-089 Initial Study Page 146 City of Santa Clarita, California would continue to be subject to the requirements set forth in AB 939. Therefore, it is assumed that the Project would divert 50 percent of its solid waste from landfills. Nonetheless, it is conservatively assumed that all 723 pounds per day of the Project's solid waste would be disposed of at regional landfills. The Sunshine Canyon Landfill's permitted daily intake of 12,100 tons per day would have capacity to accept the net daily operational waste generated by the Project under the existing permitted amount. Therefore, the Project would not generate solid waste in excess of state and local standards, or in excess of the capacity of local infrastructure, or otherwise impair the attainment of solid waste reduction goals. Accordingly, impacts related to solid waste and solid waste reduction goals would be less than significant and no mitigation measures would be required. Table 22 Project Estimated Daily Solid Waste Generation Storage: Self -Storage Building 143,409 sf 0.005 717 Office Space 924 sf 0.006 6 Total Project Solid Waste Generation 723 Less Existing Solid Waste Generation 0 Net Solid Waste Generation 723 Notes: sf = square feet a Source: California Department of Resources Recycling and Recovery (CalRecycle), Estimated Solid Waste Generation Rates Website, accessed: March 2020. Source (table): EcoTierra Consulting, 2020. e) Comply with federal, state, and local management and reduction statutes and regulations related to solid waste? Less than Significant Impact. The Project would generate solid waste that is typical of a neighborhood commercial project and would be required to be consistent with all federal, State, and local statutes and regulations regarding proper disposal. Additionally, the amount of solid waste that would be generated by the Project would be further reduced through source reduction and recycling programs as required by AB 939 and AB 341. Therefore, the impact would be less than significant and no mitigation measures would be required. 1 r �� m r a E N C o rna ViC 10 rna.+ ViC 10 0E o a cn min min z XX. WILDFIRE. If located in or near state responsibilities areas or lands classified as very high fire severity zones, would the project: a. Substantially impair an adopted emergency response plan or ❑ ❑ ❑ emergency evacuation plan? Master Case No. 19-089 Initial Study Page 147 City of Santa Clarita, California 1 m �„ r r r �3 o �! m m 2„ r= m a y = o rnE a cn C M rna.+ min 0 10 rnE min E o z b. Due to slope, prevailing wildfire risks, and other factors, exacerbate wildfire risks, and thereby expose project ❑ ❑ ❑ occupants to, pollutant concentrations from a wildfire? c. Require the installation or maintenance of associate infrastructure (such as roads, fuel breaks, emergency water sources, power lines, or other utilities) that may exacerbate ❑ ❑ ❑ fire risk or that may result in temporary or ongoing impacts to the environment? d. Expose people or structures to significant risks, including downslope or downstream flooding or landslides, as a result ❑ ❑ ❑ of runoff, post -fire slope instability, or drainage changes? a) Substantially impair an adopted emergency response plan or emergency evacuation plan? No Impact. The State Responsibility Area (SRA) is the area in the State where the State of California has the primary financial responsibility for the prevention and suppression of wildland fires. The SRA is comprised of over 31 million acres across the entire State to which the State Department of Forestry and Fire Protection (CAL FIRE) provides a basic level of wildland fire prevention and protection services. Lands in the SRA are based on vegetative cover and natural resource values. As a result of the Oakland Hills Fire of 1991, AB 337 was passed in 1992 requiring CAL FIRE to work with local governments to identify high fire hazard severity zones within local responsibility areas throughout each county in the State. The Project Site is not located in or near the State responsibility area; the nearest part of the State responsibility area is located approximately 4.0 miles to the north near the County of Los Angeles/Angeles National Forest boundary lines.55 Additionally, the Project Site is not located in or near a fire hazard severity zone. The nearest very high fire severity zone is located approximately 1.0-mile to the north near the intersection of Golden Valley Road and Newhall Ranch Road.56 The City's General Plan Public Safety Element indicates that brush fire hazards in Santa Clarita exist to some degree throughout the City; however, of the Safety 55 California State Responsibility Areas, available at: https://hub.arcgis.com/d`atasetsICALF/RE-Forestry::california- state-responsibility-areas?geometry=-I 18.511 %2C34.421 %2C-I 18.501 %2C34.422, accessed March 2020. 56 California Board of Forestry and Fire Protection, Fire Hazard Severity Zone Map, available at: https://egis.fire.ca.gov/FHSZ/, accessed March 2020. Master Case No. 19-089 Initial Study Page 148 City of Santa Clarita, California Element does not identify the Project Site as having any potential risk for a Fire Hazard to occur and the Project Site is not located in a Fire Hazard Zone.57 As previously discussed in subsection IX Hazards and Hazardous Materials (0, above, The Santa Clarita Valley has three freeway access routes: Interstate 5 (1-5) and State Route 14 (SR 14) with a north -south directional access and SR 126 with access to the west. These highways are intended to be used for evacuation purposes in the event of an emergency such as fire or an earthquake. In addition to addressing evacuation routes, detour routes have been established through the Santa Clarita Valley in the event the local freeways are closed. Traffic control during evacuation procedures will be based on the nature of the emergency and the condition of the roads. Temporary signage will be placed by the City and County Public Works Departments to ensure evacuation routes are clearly marked for motorists. Golden Valley Road that borders the Project Site on the east, provides access to 1-5 via Newhall Ranch Road and direct access to SR 14. The portion of Golden Valley Road bordering the Project Site is elevated above the site with direct access. Site access is provided via Valley Center Drive that wraps around the northern site boundary and intersects with Golden Valley Road. It is not anticipated that construction activities would block or interfere with access to Golden Valley Road. Neither construction nor operation of the Project would impair or physically interfere with an adopted emergency response plan. Access for emergency service providers and evacuation routes would be maintained during construction and operation of the Project would not cause permanent alterations to vehicle circulation routes and patterns, or impede public access or travel upon public rights -of -way. The Project does not propose any hazardous land uses or off -site improvements that would create elements or conditions that may potentially impair implementation of, or physically interfere with, the adopted emergency response plan. Accordingly, the Project would have no impact on adopted emergency response plans or emergency evacuation plans as they pertain to State responsibility areas or very high fire hazard severity zones and no mitigation is required. b) Due to slope, prevailing wildfire risks, and other factors, exacerbate wildfire risks, and thereby expose project occupants to, pollutant concentrations from a wildfire? No Impact. The Project Site and surrounding area are flat and not located downslope or downwind of a State responsibility area or a very high fire severity zone. Therefore, the Project would not have the potential to expose Project occupants to pollutant concentrations from a wildfire or the uncontrolled spread of wildfire. Accordingly, the Project would have no impact with regard to pollutant concentrations or uncontrolled spread of wildfire as it pertains to State responsibility areas or very high fire hazard severity zones and no mitigation measures is required. 57 City of Santa Clarita, General Plan Safety Element, Exhibit S-6 Fire Hazard Zones, June 2011 page S-22, accessed March 2020. Master Case No. 19-089 Initial Study Page 149 City of Santa Clarita, California c) Require the installation or maintenance of associate infrastructure (such as roads, fuel breaks, emergency water sources, power lines, or other utilities) that may exacerbate fire risk or that may result in temporary or ongoing impacts to the environment? No Impact. The Project would involve construction of a three-story, approximately 156,060 square foot building on a 2.3-acre lot with direct access to Valley Center Drive. As detailed in section XX Wildfire (a), above, the Project Site is not located in or near the State responsibility area or a very high fire hazard severity area. As such, the Project would not require the installation or maintenance of associated infrastructure. Accordingly, the Project would have no impact with regard to the installation and maintenance of infrastructure as it pertains to State responsibility areas or very high fire hazard severity zones and no mitigation is required. d) Expose people or structures to significant risks, including downslope or downstream flooding or landslides, as a result of runoff, post -fire slope instability, or drainage changes? No Impact. As detailed in section XX Wildfire (a), above, the Project Site is not located in or near the State responsibility area or a very high fire hazard severity area. Furthermore, the Project Site and surrounding area are flat and are not susceptible to flooding or landslides. In addition, as detailed in Section X Hydrology and Water Quality, implementation of the Project would not significantly alter drainage patterns compared to existing conditions and runoff from the Project Site would continue to drain toward the City streets. The Project would not modify the surrounding streets with respect to the manner in which they convey runoff to the City storm drain system. Therefore, the Project would not have the potential to expose people or structures to downslope or downstream flooding or landslides. Accordingly, the Project would have no impact with regard to flooding or landslides as a result of runoff, post -fire slope instability, or drainage change within State responsibility areas or very high fire hazard severity zones and no mitigation is required. 1 r y = o rnE a cn �! m C M rna.+ min r= 0 10 rn min E a E o z XXI. MANDATORY FINDINGS OF SIGNIFICANCE. Would the project: a. Does the project have the potential to substantially degrade the quality of the environment, substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to decrease below self- sustaining levels, threaten to eliminate ❑ ❑ ® ❑ a plant or animal community, substantially reduce the number or restrict the range of a rare or endangered plant or animal, or eliminate important examples of major periods of California history or prehistory? Master Case No. 19-089 Initial Study Page 150 City of Santa Clarita, California 1 r a r y = o rn �! m C M rna.+ r= 0 10 rn E o a cn E min min E z b. Does the project have impacts which are individually limited, but cumulatively considerable ("Cumulatively considerable" means the project's incremental effects are considerable ❑ ❑ ® ❑ when compared to the past, present, and future effects of other projects)? c. Does the project have environmental effects which will have substantial adverse effects on human beings, directly or ❑ ❑ ® ❑ indirectly? a) Have the potential to substantially degrade the quality of the environment, substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to decrease below self- sustaining levels, threaten to eliminate a plant or animal community, substantially reduce the number or restrict the range of a rare or endangered plant or animal, or eliminate important examples of major periods of California history or prehistory? Less Than Significant Impact With Mitigation. The Project would alter the existing undeveloped conditions of the site through grading activities and construction of a three-story, 156,060 square -foot self -storage facility. As discussed in subsection IV Biological Resources (a), the Project Site does not include nesting habitat for raptors or other tree -nesting species. However, the site does contain suitable nesting habitat for ground -nesting birds and for other birds that are protected while nesting under the California Fish and Game Code. Suitable nesting habitat for a wide variety of bird species exists adjacent to the Project Site, particularly north of the Project Site within vegetation associated with the Santa Clara River. As such, to be conservative, mitigation is recommended for a qualified biologist to conduct preconstruction nesting bird survey within the nesting bird season (February 15 through September 1) to address the potential occurrence of ground -nesting species, such as killdeer and horned lark or other birds that may nest in annual herbaceous cover. Implementation of mitigation measure MM BIO-1, impacts to special -status animals would be reduced to less than significant. The Project Site lacks contiguous surface or subsurface perennial or intermittent water bodies and different vegetative species from adjacent areas. Further, the Project Site contains ruderal/invasive species and has been and continues to be disturbed and, thus, does not contain riparian habitat as defined by USFWS. No riparian habitat or other sensitive natural community are found on site and are not identified in local or regional plans, policies, and regulations or by CDFW or USFWS. Thus, the Project would have no impact to riparian habitat or sensitive natural communities. Thus, the Project would not alter any stream habitat or disrupt wildlife dispersal and migration. As discussed in subsection V Cultural Resources, historical imagery indicates that the Project Site has been disturbed and regularly maintained for over 20 years. The site previously existed Master Case No. 19-089 Initial Study Page 151 City of Santa Clarita, California as agricultural land consistent with many of the surrounding lands in the region. There are no known prehistoric or historic archaeological sites on the Project Site. Though previously disturbed, there is the potential for yet unknown prehistoric resources to be discovered during grading and foundation preparation activities. Mitigation measure MM CR1 would be implemented to reduce potential impacts to cultural resources (archaeological) to less than significant. b) Have impacts which are individually limited, but cumulatively considerable ("Cumulatively considerable" means the project's incremental effects are considerable when compared to the past, present, and future effects of other projects)? Less Than Significant Impact. There are two Related Projects in the general vicinity of the Project Site that were identified in the Linscott, Law and Greenspan Traffic Impact Study. Neither of these are within direct vicinity of the Project Site (i.e., within 500 feet). Related Project Number 1 (proposed multi -family residential commercial development at the future intersection of Golden Valley Road and Via Princessa) located 1.1 miles southeast of the Project Site. Related Project Number 2 (under construction, senior adult housing at 20568 Galloway Drive) located 0.6 mile northeast of the Project Site. The distances involved ensure that any localized impacts of the Related Projects would not combine with the Project. Because construction impacts such as noise, dust, exhaust emissions, construction traffic, utility connections on adjacent streets, etc., are temporary and highly localized, a potential for significant cumulative construction impacts is rare, unless other pending projects nearby are expected to be under construction at the same time. At this time, Related Project No. 1 is located over a mile from the Project Site and No. 2 is currently under construction and it is not expected that construction would overlap with the Project. The Project's temporary construction emissions were evaluated with respect to SCAQMD's regional significance thresholds, which were established as a way to determine when an individual project's emissions could result in cumulatively considerable effects on air quality. As discussed in subsection 111 Air Quality, the Project's construction emissions would be below all regional significance thresholds and would not be cumulatively considerable. The Project would not have cumulatively considerable construction -related impacts. Noise impacts associated with construction activities are regulated by the City's noise ordinance. The proposed Project and Related Projects would be required to comply with the construction hours specified in the City's Noise Ordinance, which states that construction activities on sites within 300 feet of a residentially zoned property are allowed between 7:00 a.m. and 6:00 p.m., Monday through Friday, and from 8:00 a.m. to 6:00 p.m. on Saturday. Therefore, the Project's contribution to noise impacts would not be cumulatively considerable. Thus, the Project would not have cumulatively considerable noise construction (or operation) related impacts. Projects involving direct and permanent site alterations such as clearance of existing landscape elements, earthmoving, and site preparation are highly localized, rarely affecting other land resources off site. Consequently, impacts involving removal of natural vegetation Master Case No. 19-089 Initial Study Page 152 City of Santa Clarita, California wildlife habitat is normally limited to the site itself, unless the range of a sensitive species becomes more severely limited and the sustainability of that species becomes imperiled. The biological assessment conducted for this Project (see subsection IV Biological Resources) determined that there would be no significant loss of wildlife habitat, with the exception of nesting habitat for ground -nesting birds and for other birds that are protected while nesting under the California Fish and Game Code. Mitigation measure MM Bio-1 mitigates the impact to a level that would be less than significant (see XXI Mandatory Findings of Significance (a), above). The Project's biological resources impacts would not be cumulatively considerable. For other land -based natural or cultural resources, or environmental hazards such as seismic and soils constraints, agriculture and forest resources, and mineral resources, the impacts of the Project have been determined in this Initial Study to be less than significant and limited to only the footprint impacts of the Project Site. Thus, the Project's impacts to these issue areas would not be cumulatively considerable. Demand for water and sewer services, parkland, recreation resources and public services, as well as the added vehicle traffic, would burden public facilities off -site that already serve other land uses and are intended to serve future growth, including the Project. Thus, one project's incremental demand impact may be relatively minor but could be sufficient to exceed the service capacity of a community scale facility or result in significant traffic congestion, which would be considered a cumulatively significant impact. In the assessments of its impacts involving water and sewer services, parkland, recreation and public services, the Project's impacts were determined to be less than significant on a project level. No capacity deficiencies or other potentially significant impacts to the affected systems have been identified. The City's existing long-range planning and project -level review programs adequately address potential cumulative impacts due to ongoing growth throughout Santa Clarita. In the analysis of traffic impacts for this Initial Study (see subsection XVII Transportation), the effect of the Project's traffic, together with additional traffic generated by other anticipated growth, were examined to determine if the cumulative effects could result in significant congestion impacts at two existing intersections near the Project Site: Valley Center Drive at Soledad Canyon Road; and Golden Valley Road at Valley Center Drive. The future traffic scenarios do not indicate that the Project is not expected to result in a significant impact at these study intersections and impacts would be less than significant and no mitigation is required. No cumulatively significant traffic impacts were identified for any freeway segments or any elements of the Los Angeles County Congestion Management Program. Thus, Project impacts would be less than significant and would not have a considerable contribution to a cumulative impact for study intersections or CMP network. c) Have environmental effects, which will cause substantial adverse effects on human beings, either directly or indirectly? Less Than Significant Impact. As discussed in subsections IX Hazards and Hazardous Materials, X Hydrology and Water Quality, and XVII Transportation, Master Case No. 19-089 Initial Study Page 153 City of Santa Clarita, California of this IS/MND, the Project would not expose persons to hazardous materials, or wastes, flooding or transportation hazards. Subsection V11 Geologyand Soils explains that employees and visitors to the Project could be exposed to strong seismic earth shaking due to the potential for earthquakes in Southern California. The soils and geologic conditions on the site would be alleviated through required compliance with the California Building Code. Thus, the Project would not result in adverse effects on human beings from geotechnical considerations. Therefore, the Project would not create environmental effects that would cause substantial adverse effects on humans. N. MITIGATION MONITORING PROGRAM AESTHETICS None required 11. AGRIGULTURE & FORESTRY RESOURCES None required III. AIR QUALTIY None required IV. BIOLOGICAL RESOURCES MM 11310 1: If vegetation removal, construction, or grading activities are planned to occur within the active nesting bird season (February 15 through September 1), a qualified biologist shall conduct a preconstruction nesting bird survey no more than 3 days prior to the start of such activities. The nesting bird survey shall include the Project Site and areas immediately adjacent to the site that could potentially be affected by Project -related activities such as noise, vibration, increased human activity, and dust, etc. For any active nest(s) identified, the qualified biologist shall establish an appropriate buffer zone around the active nest(s). The appropriate buffer shall be determined by the qualified biologist based on species, location, and the nature of the proposed activities. Project activities shall be avoided within the buffer zone until the nest is deemed no longer active by the qualified biologist. • Party Responsible for Mitigation: Applicant • Enforcement Agency: Department of Community Development, Planning Division • Monitoring Agency: Department of Community Development, Planning Division • Monitoring Phase: Pre -Construction • Monitoring Frequency: Pre -Construction • Action Indicating Compliance: Field Inspection sign -off Master Case No. 19-089 Initial Study Page 154 City of Santa Clarita, California V. CULTURAL RESOURCES MM CR1: In the event that archaeological resources (i.e., sites, features, or artifacts) are exposed during construction activities for the Project, all construction work occurring within 100 feet of the find shall immediately stop until a qualified archaeologist, meeting the Secretary of the Interior's Professional Qualification Standards for archaeology shall be contacted immediately to] evaluate the significance of the find in accordance with federal, State, and local guidelines, including those set forth in Public Resources Code Section 21083.2. If potentially significant archaeological resources are found, the evaluation will include preparation of a treatment plan and testing for eligibility for the California Register of Historical Resources (CRHR). If the find is determined to be a unique archaeological resource, as defined in Section 15064.5 of the State CEQA Guidelines, the resource shall be recorded and/or removed per applicable guidelines. • Party Responsible for Mitigation: Applicant • Enforcement Agency: Department of Public Works, Building & Safety Division • Monitoring Agency: Department of Public Works, Building & Safety Division • Monitoring Phase: Grading/Construction • Monitoring Frequency: Prior to and during grading/ground disturbance activities • Action Indicating Compliance: Field Inspection sign -off VI. ENERGY None required VII. GEOLOGY AND SOILS MM GS 1: Prior to issuance of grading permits, the Applicant shall submit final design plans and a final design -level geotechnical report to the City of Santa Clarita Building and Safety Division for review and approval. The design -level geotechnical report shall be used for final design of the foundation system for the structure and shall take into consideration the engineering properties beneath the proposed structure and the projected loads. The final report shall specify geotechnical design parameters that are needed by structural engineers to determine the type and sizing of structural building materials. The final report shall be subject to the specific performance criteria imposed by all applicable state and local codes and standards. The final geotechnical report shall be prepared by a registered civil engineer or certified engineering geologist and include appropriate measures to address seismic hazards (e.g., liquefaction) and ensure structural safety of the proposed structure. The proposed structure shall be designed and constructed in Master Case No. 19-089 Initial Study Page 155 City of Santa Clarita, California accordance with all applicable provisions of the California Building Code and the Santa Clarita Building Code. • Party Responsible for Mitigation: Applicant • Enforcement Agency: Department of Public Works, Building & Safety Division • Monitoring Agency: Department of Public Works, Building & Safety Division • Monitoring Phase: Prior to issuance of grading permits • Monitoring Frequency: Prior to issuance of grading permits • Action Indicating Compliance: Prior to issuance of grading permits MM GS 2: If paleontological resources are exposed during construction activities for the Project, all construction work occurring within 100 feet of the find shall immediately stop until a qualified paleontologist can evaluate the significance of the find. The qualified paleontologist shall also monitor the remaining ground - disturbing activities. Depending upon the significance of the find, the paleontologist may simply record the find and allow work to continue. If the find is determined to be a unique paleontological resource, then a mitigation program shall be developed and implemented in accordance with the provisions of CEQA as well as the guidelines of the Society of Vertebrate Paleontology (1995). • Party Responsible for Mitigation: Applicant • Enforcement Agency: Department of Public Works, Building & Safety Division • Monitoring Agency: Department of Public Works, Building & Safety Division • Monitoring Phase: Grading/Construction • Monitoring Frequency: Prior to and during grading/ground disturbance activities • Action Indicating Compliance: Field Inspection sign -off Vill. GREENHOUSE GAS EMISSIONS None required IX. HAZARDS & HAZARDOUS MATERIALS None required X. HYDROLOGY AND WATER QUALITY None required XI. LAND USE AND PLANNING None required XII. MINERAL RESOURCES None required Master Case No. 19-089 Initial Study Page 156 City of Santa Clarita, California XIII. NOISE None required XIV. POPULATION AND HOUSING None required XV. PUBLIC SERIVES a) Fire Protection None required b) Police Protection None required c) Schools None required d) Parks None required e) Other public facilities (Libraries) None required XVI. RECREATION None required XVII. TRANSPORTATION None required XVIII. TRIBAL CULTURAL RESOURCES MM TCR 1: In the event that Native American Tribal Cultural Resources are discovered during Project construction activities, all work in the immediate vicinity of the find (within a 60-foot buffer) shall cease and a qualified archaeologist meeting Secretary of Interior standards shall assess the find. The Fernandeno Tataviam Band of Mission Indians (FTBMI) shall be contacted to consult if any such find occurs. The archaeologist shall complete all relevant California State Department of Parks and Recreation (DPR) 523 Series forms to document the find and submit this documentation to the applicant, Lead Agency, and FTBMI. Master Case No. 19-089 Initial Study Page 157 City of Santa Clarita, California • Party Responsible for Mitigation: Applicant • Enforcement Agency: Department of Community Development, Planning Division • Monitoring Agency: Department of Community Development, Planning Division • Monitoring Phase: Confirm fully executed Archaeologist Agreement prior to issuance of grading permit • Monitoring Frequency: During grading/ground disturbance activities • Action Indicating Compliance: Field Inspection sign -off MM TCR 2: The Applicant shall enter into a Tribal Cultural Resource Agreement with the FTBMI for the identification and protection of sensitive Tribal Cultural Resources, in which the FTBMI shall be identified to provide the following services: • Consultation on the treatment of inadvertent discoveries and the disposition of inadvertently discovered non -funerary resources, and • Professional Native American monitoring for the remainder of ground - disturbing activities and archaeological work should Tribal Cultural Resources be encountered. • Party Responsible for Mitigation: Applicant • Enforcement Agency: Department of Community Development, Planning Division • Monitoring Agency: Department of Community Development, Planning Division • Monitoring Phase: Confirm fully executed Tribal Cultural Resources Agreement prior to issuance of grading permit. • Monitoring Frequency: During grading/ground disturbance activities • Action Indicating Compliance: Field Inspection sign -off MM TCR 3: If human remains or funerary objects are encountered during any construction activities associated with the Project, work in the immediate vicinity (within a 100-foot buffer of the find) shall cease and the County Coroner shall be contacted pursuant to State Health and Safety Code §7050.5 and that code shall be enforced for the duration of the Project. • Inadvertent discoveries of human remains and/or funerary object(s) are subject to California State Health and Safety Code Section 7050.5, and the subsequent disposition of those discoveries shall be decided by the Most Likely Descendant (MILD), as determined by the Native American Heritage Commission (NAHC), should those findings be determined as Native American in origin. • Party Responsible for Mitigation: Applicant • Enforcement Agency: Department of Community Development, Planning Division Master Case No. 1A-089Initial Study Page 158 City of Santa Clarita, California ^ Monitoring Agency: Department ofCommunity Development, Planning Division " Monitoring Phase: Confirm fully executed Tribal Cultural Resources Agreement prior to issuance of grading permit. ~ Monitoring Frequency: During grading/ground disturbance activities ^ Action Indicating Compliance: Field Inspection sign -off X\X. UTILITIES AND SERVICE SYSTEMS None required XX WILDFIRE None required. O. PREPARATION. The initial study for the subject project was prepared by: Signature Pnypomr'aNume: Curtis Zacuto Agency's / Consulting Firm � Name: EcoTierra Consulting, Inc. CITY OF SANTA CLAVITA. Ben Jarvis, Associate Planner Patrick Ledair.Senior Planner Ian Pah. Senior Traffic Engineer Jason Smiako'Senior Planner ECOTIERRA CONSULTING, INC. CurUeZacuto. Principal JemnyMai|hot, Project Manager Katrina Hordt-Hok/ch,Project Manager Jennifer Johnson, Graphics Katie Wilson, Air Quality and Noise Specialist Marisa Wyse, Environmental PLANNER Master Case No. 19-089 Initial Study Page 159 City of Santa Clarita, California TECHNICAL STUDIES Linscott, Law & Greenspan Transportation Impact Study VMT Analysis Clare M. Look -Jaeger, P.E. Chin S. Taing, PTP LSA: Air Quality and Greenhouse Gas Emissions Michael Slavick, Senior Air Quality Specialist Noise J.T. Stephens, Senior Noise Specialist APPENDICES A. Air Quality/Greenhouse Gas Emissions Memorandum B. Draft Biological Resources Assessment C. Cultural Resources Letter D. Energy Data E. Paleontological Records Search Letter F. Noise and Vibration Memorandum G. VMT and Transportation Impact Study H. Tribal Cultural Resources Letter APPENDIX A Air Quality/Greenhouse Gas Emissions Memorandum (LSA) DATE: July 17, 2020 To: Nicole Dubois, Project Manager FROM: Michael Slavick, Senior Air Quality Specialist SuBJEcr: Revisions to Air Quality and Greenhouse Gas Analysis — Proposed Storage Facility in Santa Clarita Project INTRODUCTION This Air Quality and Greenhouse Gas Analysis Memorandum for the proposed Storage Facility in Santa Clarita Project (Project) in the City of Santa Clarita (City) has been prepared using methods and assumptions recommended in the air quality impact assessment guidelines of the South Coast Air Quality Management District (SCAQMD) in its CEQA Air Quality Handbook and associated updates (SCAQMD 1993). This analysis includes an assessment of criteria pollutant emissions, an assessment of carbon monoxide (CO) hot -spot impacts, and an assessment of the Project's greenhouse gas (GHG) emissions. PROJECT DESCRIPTION The Project site is located at the southwest corner of the Golden Valley Road/Valley Center Drive intersection in the City of Santa Clarita. Figure 1 shows the proposed Project Location and Vicinity. The proposed Project includes the development of a 3 story self —storage facility of approximately 157,500 square feet of building area and 1,127 storage units on a 2.26 acre Project site. The project would provide 22 parking spaces (two handicap accessible spaces, four loading spaces, and 16 standard parking spaces) with vehicular access on Valley Center Drive for customers and the on - site manager. Figure 2 shows the Site Plan. (Figures 1 and 2 are shown in Appendix B.) The project would require a General Plan and Zoning Map Amendment to change the Community Commercial land use and zoning classification of the site to Business Park. I INVIIR INII I INTAL, SETTING Air Quaiity Background Air quality is primarily a function of local climate, local sources of air pollution, and regional pollution transport. The amount of a given pollutant in the atmosphere is determined by the amount of the pollutant released and the atmosphere's ability to transport and dilute the pollutant. The major determinants of transport and dilution are wind, atmospheric stability, terrain and, for photochemical pollutants, sunshine. 703 Palomar Airport Road, Suite 260, Carlsbad, California 92011 949.553.0666 www.Isa.net 1 A region's topographic features have a direct correlation with air pollution flow and therefore are used to determine the boundary of air basins. The proposed Project is located in Santa Clarita, Los Angeles County, and is within the jurisdiction of SCAQMD, which regulates air quality in the Basin. The Basin comprises approximately 10,000 square miles and covers all of Orange County and the urban parts of Los Angeles, Riverside, and San Bernardino Counties. The Basin is located on a coastal plain with connecting broad valleys and low hills to the east. Regionally, the Basin is bounded by the Pacific Ocean to the southwest and high mountains to the east, forming the inland perimeter. Air quality monitoring stations are located throughout the nation and are maintained by the local air districts and State air quality regulating agencies. Data collected at permanent monitoring stations are used by the EPA to identify regions as "attainment" or "nonattainment" depending on whether the regions meet the requirements stated in the applicable NAAQS. Nonattainment areas are imposed with additional restrictions as required by the EPA. In addition, different classifications of attainment (e.g., marginal, moderate, serious, severe, and extreme) are used to classify each air basin in the State on a pollutant -by -pollutant basis. The classifications are used as a foundation to create air quality management strategies to improve air quality and comply with the NAAQS. As shown in Table A, the Basin is designated as nonattainment for 03 and PM2.5 by federal standards and nonattainment for 03, PM10, and PM2.5 by State standards. T lhll A: Attainment ,Status of Criteria Pollutants in the South Coast Air Basin Pollutant State Federal 03 1-hour Nonattainment N/A 03 8-hour Nonattainment Extreme Nonattainment PM10 Nonattainment Attainment/Maintenance PM2.5 Nonattainment Nonattainment CO Attainment Attainment/Maintenance NO2 Attainment Unclassified/Attainment (1-hour) Attainment/Maintenance (Annual) S02 Attainment Unclassified/Attainment Lead Attainment Unclassified/Attainment All Others Attainment/Unclassified Attainment/Unclassified Source 1: NAAQS and CAAQS Attainment Status for South Coast Air Basin (SCAQMD 2016). Website: www.aqmd.gov/docs/ default-source/clean-air-plans/air-quality-management-plans/naaqs-caaqs-feb2016.pdf (accessed August 2019). Source 2: Nonattainment Areas for Criteria Pollutants (Green Book) (EPA 2019). Website: https://www.epa.gov/green-book (accessed August 2019). 1 Only the Los Angeles County portion of the South Coast Air Basin is in nonattainment for lead. CAAQS = California ambient air quality standards 03 = ozone CO = carbon monoxide PM,o = particulate matter less than 10 microns in diameter EPA = United States Environmental Protection Agency PM2.5 = particulate matter less than 2.5 microns in diameter N/A = not applicable SCAQMD = South Coast Air Quality Management District NAAQS = national ambient air quality standards S02 = sulfur dioxide NO2 = nitrogen dioxide Ozone levels, as measured by peak concentrations and the number of days over the State 1-hour standard, have declined substantially as a result of aggressive programs by the SCAQMD and other regional, State, and federal agencies. The reduction of peak concentrations represents progress in improving public health; however, the Basin still exceeds the State standard for 1-hour and 8-hour 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 2 1 ozone levels. The EPA lowered the 1997 0.80 parts per million (ppm) national 8-hour ozone standard to 0.75 ppm in 2008 and then to 0.70 ppm on October 1, 2015. The Basin is classified nonattainment for the 1-hour and 8-hour ozone standards at the State and federal level. During the 2016-2018 time period, the Santa Clarita Air Monitoring Station (the closest monitoring station to the Project site) recorded the following exceedances of the State and federal 1-hour and 8-hour ozone standards (EPA 2019, CARB 2019). • 57 exceedances of the federal 8-hour ozone standard in 2016, 73 in 2017, and 52 in 2018; • 59 exceedances of the State 8-hour ozone standard in 2016, 76 in 2017, and 53 in 2018; • 29 exceedances of the State 1-hour ozone standard in 2016, 45 in 2017, and 21 in 2018. National and State standards have also been established for PM2.5 over 24-hour and yearly averaging periods. PM2.5i because of the small size of individual particles, can be especially harmful to human health. PM2.5 is emitted by common combustion sources such as cars, trucks, buses, and power plants, in addition to ground -disturbing activities. On December 17, 2006, the EPA strengthened the 24-hour PM2.5 NAAQS from 65 micrograms per cubic meter (µg/m) to 35 µg/m3, and the Basin was subsequently designated "moderate" nonattainment for 2006 24-hour PM2.5 NAAQS on December 14, 2009. The Basin is also considered a nonattainment area for the PM2.5 standard at the State level. No exceedances of the federal 24-hour PM2.5 were recorded at the Simi Valley-Chochran Street Station Air Monitoring Station (the closest station monitoring PM2.5 to the Project site) during the 2016-2018 time period. The Basin is classified as a PM10 nonattainment area at the State level and was redesignated from serious nonattainment to attainment of the federal PM10 standard on July 26, 2013. Because the Basin was redesignated from nonattainment to attainment, a PM10 maintenance plan was adopted in 2013 and is required to be updated every 10 years. The State 24-hour PM10 standard was exceeded one time in 2016, exceeded two times in 2017, and not exceeded in 2018 at the Santa Clarita Air Monitoring Station. No exceedances of the federal 24-hour PM10 standard were measured at the Santa Clarita Station Air Monitoring Station during the 2016-2018 time period. All areas of the Basin have continued to remain below the federal CO standards (35 ppm 1-hour and 9 ppm 8-hour) since 2003. The EPA redesignated the Basin to attainment of the federal CO standards, effective June 11, 2017. The Basin is also well below the State CO standards (20 ppm 1-hour CO and 9 ppm 8-hour CO). Greenhouse Gas and 0obM Chnnate Change Background GHGs are present in the atmosphere naturally, are released by natural sources, or are formed from secondary reactions taking place in the atmosphere. Over the last 200 years, humans have caused substantial quantities of GHGs to be released into the atmosphere. These extra emissions are increasing GHG concentrations in the atmosphere and enhancing the natural greenhouse effect, which is believed to be causing global warming. While manmade GHGs include naturally occurring GHGs such as CO2, CH4, and N2O, some gases like HFCs, PFCs, and SF6 are completely new to the atmosphere. 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 3 1 Certain gases (e.g., water vapor) are short-lived in the atmosphere. Others remain in the atmosphere for significant periods of time, contributing to climate change in the long term. Water vapor is excluded from the list of GHGs above because it is short-lived in the atmosphere and its atmospheric concentrations are largely determined by natural processes (e.g., oceanic evaporation). These gases vary considerably in terms of global warming potential (GWP), which is a concept developed to compare the ability of each GHG to trap heat in the atmosphere relative to another gas. The GWP is based on several factors, including the relative effectiveness of a gas to absorb infrared radiation and length of time that the gas remains in the atmosphere ("atmospheric lifetime"). The GWP of each gas is measured relative to CO2, the most abundant GHG. The definition of GWP for a particular GHG is the ratio of heat trapped by one unit mass of the GHG to the ratio of heat trapped by one unit mass of CO2 over a specified time period. GHG emissions are typically measured in terms of pounds or metric tons of "CO2 equivalents". 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 4 1 PROJECT SETTING REGIONAL AIR QUALITY The Project site is located in the City of Santa Clarita in the non -desert portion of Los Angeles County, California, which is part of the South Coast Air Basin (Basin) and is under the jurisdiction of SCAQMD. The air quality assessment for the proposed Project includes estimating emissions associated with short-term construction and long-term operation of the proposed Project. A number of air quality modeling tools are available to assess the air quality impacts of projects. In addition, certain air districts (e.g., SCAQMD) have created guidelines and requirements to conduct air quality analyses. SCAQMD's current guidelines, included in its CEQA Air Quality Handbook (1993) and associated updates, were followed in the assessment of air quality impacts for the proposed Project. Both the State of California and the federal government have established health -based ambient air quality standards (AAQS) for seven air pollutants. As detailed in Table B, these pollutants include ozone (03), carbon monoxide (CO), nitrogen dioxide (NOA sulfur dioxide (SOA particulate matter less than 10 microns in size (PM10), particulate matter less than 2.5 microns in size (PM2.5), and lead. In addition, the State has set standards for sulfates, hydrogen sulfide (1-12S), vinyl chloride, and visibility -reducing particles. These standards are designed to protect the health and welfare of the populace with a reasonable margin of safety. In addition to setting out primary and secondary AAQS, the State has established a set of episode criteria for 03, CO, NO2, S02, and PM10. These criteria refer to episode levels representing periods of short-term exposure to air pollutants that actually threaten public health. Health effects are progressively more severe as pollutant levels increase from Stage One to Stage Three. An alert level is that concentration of pollutants at which initial stage control actions are to begin. An alert will be declared when any one of the pollutant alert levels is reached at any monitoring site and when meteorological conditions are such that the pollutant concentrations can be expected to remain at these levels for 12 or more hours or to increase; or, in the case of oxidants, the situation is likely to recur within the next 24 hours unless control actions are taken. Pollutant alert levels: 03: 392 micrograms per cubic meter (µg/rn) (0.20 parts per million [ppm]), 1-hour average. CO: 17 milligrams per cubic meter (mg/m3) (15 ppm), 8-hour average. NO2: 1,130 µg/m3 (0.6 ppm), 1-hour average; 282 µg/m3 (0.15 ppm), 24-hour average. S02: 800 µg/m3 (0.3 ppm), 24-hour average. Particulates measured as PIV110: 350 µg/m3, 24-hour average. 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 1 TalbIl : Ambient Air Quallity Standards Averaging California Standards' National Standards2 Pollutant Time Concentration' Method Primary3'5 Secondary3'6 Method? Ozone (03)$ 1-Hour 0.09 ppm (180 µg/m3) Ultraviolet Same as Primary Ultraviolet 0.070 ppm 0.070 ppm Photometry Standard Photometry 8-Hour (137 µg/m3) (137 µg/m3) Respirable 24-Hour 50 µg/m3 150 µg/m3 Particulate Gravimetric or Beta Same as Primary Inertial Separation Annual Matter Arithmetic 20 µg/m' Attenuation — Standard and Gravimetric n Analysis Fine 24-Hour — — 35 µg/m3 Same as Primary Standard Inertial Separation Particulate Annual and Gravimetric Matter (PM2.5)9 Arithmetic 12 µg/ms Gravimetric or Beta Attenuation ' 12.0 jig 15 µg/m' Analysis Mean 1-Hour 20 ppm 35 ppm (23 mg/m3) (40 mg/m') Carbon Non -Dispersive Non -Dispersive 8-Hour (10 mg�m3) 9 ppm (10 mg/m3) — Monoxide Infrared Infrared Photometry (CO) Photometry (NDIR) (NDIR) 8-Hour 6 ppm (Lake Tahoe) (7 mg/m3) 0.18 ppm 100 ppb Nitrogen 1-Hour (339 µg/m3) (188 µg/m3) Dioxide Gas Phase Gas Phase Annual 10 (NOW) Arithmetic 0.030 ppm Chemiluminescence 0.053 ppm Same as Primary Chemiluminescence (57 µg/m3) (100 µg/m3) Standard Mean Annual Arithmetic — 0.030 ppm (for certain areas) " — Mean Ultraviolet 0.04 ppm 0.14 ppm Sulfur Fluorescence; Dioxide 24-Hour (105 µg/ms) Ultraviolet (for certain areas)" _ Spectrophotometry (SOW)u Fluorescence (Pararosaniline 0.5 ppm 3-Hour — — (1300 µg/rn) Method) 0.25 ppm 75 ppb 1-Hour (655 µg/m) (196 µg/rn) 30-Day 1.5 µg/m3 — — Average Calendar 1.5 µg/m3 High -Volume Lead12,13 Quarter Atomic Absorption (for certain areas)" Sampler and Atomic Same as Primary Absorption Rolling 3- Month — 0.15 µg/m' Standard Average" Visibility- Beta Attenuation Reducing 8-Hour See footnote 14 and Transmittance Particles14 through Filter Tape No Sulfates 24-Hour 25 µg/m3 Ion Chromatography National Hydrogen 0.03 ppm Ultraviolet Sulfide 1-Hour (42 µg/m3) Fluorescence Standards Vinyl 24-Hour 0.01 ppm Gas 12 Chloride (26 µg/m) Chromatography Source: Ambient Air Quality Standards (ARB 2016). Website: http://www.arb.ca.gov/research/aaqs/aags2.pdf (accessed August 2019). Footnotes are provided on the following page. 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 1 1 California standards for ozone, carbon monoxide (except 8-hour Lake Tahoe), sulfur dioxide (1- and 24-hour), nitrogen dioxide, and particulate matter (PM1o, PMZ.S, and visibility -reducing particles) are values that are not to be exceeded. All others are not to be equaled or exceeded. California ambient air quality standards are listed in the Table of Standards in Section 70200 of Title 17 of the California Code of Regulations. Z National standards (other than ozone, particulate matter, and those based on annual arithmetic mean) are not to be exceeded more than once a year. The ozone standard is attained when the fourth -highest 8-hour concentration measured at each site in a year, averaged over 3 years, is equal to or less than the standard. For PM10, the 24-hour standard is attained when the expected number of days per calendar year with a 24-hour average concentration above 150 µg/m3 is equal to or less than 1. For PMZ.S, the 24-hour standard is attained when 98 percent of the daily concentrations, averaged over 3 years, are equal to or less than the standard. Contact the EPA for further clarification and current national policies. 3 Concentration expressed first in units in which it was promulgated. Equivalent units given in parentheses are based upon a reference temperature of 25°C and a reference pressure of 760 torr. Most measurements of air quality are to be corrected to a reference temperature of 25°C and a reference pressure of 760 torr; ppm in this table refers to ppm by volume, or micromoles of pollutant per mole of gas. 4 Any equivalent measurement method which can be shown to the satisfaction of the ARB to give equivalent results at or near the level ofthe air quality standard may be used. 5 National Primary Standards: The levels of air quality necessary, with an adequate margin of safety to protect the public health. 6 National Secondary Standards: The levels of air quality necessary to protect the public welfare from any known or anticipated adverse effects of a pollutant. Reference method as described by the EPA. An "equivalent method" of measurement may be used but must have a "consistent relationship to the reference method" and must be approved by the EPA. 8 On October 1, 2015, the national 8-hour ozone primary and secondary standards were lowered from 0.075 to 0.070 ppm. 9 On December 14, 2012, the national annual PMZ.S primary standard was lowered from 15 µg/m3 to 12.0 µg/m3. The existing national 24-hour PMZ.S standards (primary and secondary) were retained at 35 µg/m3, as was the annual secondary standard of 15 µg/m3. The existing 24-hour PM10 standards (primary and secondary) of 150 µg/m3 also were retained. The form of the annual primary and secondary standards is the annual mean, averaged over 3 years. 10 To attain the 1-hour standard, the 3-year average of the annual 98`h percentile of the 1-hour daily maximum concentrations at each site must not exceed 100 ppb. Note that the national 1-hour standard is in units of parts per billion (ppb). California standards are in units of parts per million (ppm). To directly compare the national 1-hour standard to the California standards, the units can be converted from ppb to ppm. In this case, the national standard of 100 ppb is identical to 0.100 ppm. 11 On June 2, 2010, a new 1-hour SOZ standard was established and the existing 24-hour and annual primary standards were revoked. To attain the 1-hour national standard, the 3-year average of the annual 99`h percentile of the 1-hour daily maximum concentrations at each site must not exceed 75 ppb. The 1971 SOZ national standards (24-hour and annual) remain in effect until 1 year after an area is designated for the 2010 standard, except that in areas designated nonattainment for the 1971 standards, the 1971 standards remain in effect until implementation plans to attain or maintain the 2010 standards are approved. Note that the 1-hour national standard is in units of parts per billion (ppb). California standards are in units of parts per million (ppm). To directly compare the 1-hour national standard to the California standard the units can be converted to ppm. In this case, the national standard of 75 ppb is identical to 0.075 ppm. 12 The ARB has identified lead and vinyl chloride as "toxic air contaminants' with no threshold level of exposure for adverse health effects determined. These actions allow for the implementation of control measures at levels below the ambient concentrations specified for these pollutants. 13 The national standard for lead was revised on October 15, 2008, to a rolling 3-month average. The 1978 lead standard (1.5 µg/m3 as a quarterly average) remains in effect until 1 year after an area is designated for the 2008 standard, except that in areas designated nonattainment for the 1978 standard, the 1978 standard remains in effect until implementation plans to attain or maintain the 2008 standards are approved. 14 In 1989, the ARB converted both the general statewide 10-mile visibility standard and the Lake Tahoe 30-mile visibility standard to instrumental equivalents, which are "extinction of 0.23 per kilometer" and "extinction of 0.07 per kilometer" for the statewide and Lake Tahoe Air Basin standards, respectively. °C = degrees Celsius ARB = California Air Resources Board EPA = United States Environmental Protection Agency µg/m3 = micrograms per cubic meter mg/m3 = milligrams per cubic meter ppm = parts per million ppb = parts per billion 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 1 Table C summarizes the primary health effects and sources of common air pollutants. Because the concentration standards were set at a level that protects public health with an adequate margin of safety (United States Environmental Protection Agency [EPA]), these health effects will not occur unless the standards are exceeded by a large margin or for a prolonged period of time. State AAQS are more stringent than federal AAQS. Among the pollutants, 03 and particulate matter (PM2.5 and PM10) are considered pollutants with regional effects, while the others have more localized effects. Tablle C: Su rrilimalry of Healltlh Effects of the Major Criteria Air Poll llutalnts Pollutant Health Effects Examples of Sources Particulate Matter (PM2.5 Hospitalizations for worsened heart Cars and trucks (especially diesels) and PM10: less than or diseases Fireplaces, wood stoves equal to 2.5 or 10 Emergency room visits for asthma Windblown dust from roadways, microns, respectively) Premature death agriculture, and construction Ozone (03) Cough, chest tightness Precursor sources': motor vehicles, • Difficulty taking a deep breath industrial emissions, and consumer • Worsened asthma symptoms products • Lung inflammation Carbon Monoxide (CO) Chest pain in heart patients2 Any source that burns fuel, such as cars, • Headaches, nausea trucks, construction and farming • Reduced mental alertneSS equipment, and residential heaters and • Death at very high levels2 stoves Nitrogen Dioxide (NO2) Increased response to allergens See carbon monoxide sources Toxic Air Contaminants Cancer Cars and trucks (especially diesels) • Chronic eye, lung, or skin irritation Industrial sources such as chrome platers • Neurological and reproductive disorders Neighborhood businesses such as dry cleaners and service stations • Building materials and products Source: ARB Fact Sheet: Air Pollution and Health. Website: http://www.arb.ca.gov/research/health/fs/fsl/fsl.htm (accessed August 2019). Ozone is not generated directly by these sources. Rather, chemicals emitted by these precursor sources react with sunlight to form ozone in the atmosphere. Z Health effects from CO exposures occur at levels considerably higher than ambient. ARB = California Air Resources Board The California Clean Air Act (CCAA) provides SCAQMD and other air districts with the authority to manage transportation activities at indirect sources. Indirect sources of pollution include any facility, building, structure, or installation, or combination thereof, that attracts or generates mobile source activity that results in emissions of any pollutant. In addition, area source emissions that are generated when minor sources collectively emit a substantial amount of pollution are also managed by the local air districts. Examples of this would be the motor vehicles at an intersection, a mall, and on highways. SCAQMD also regulates stationary sources of pollution throughout its jurisdictional area. Direct emissions from motor vehicles are regulated by the California Air Resources Board (ARB). CVlinnate/l ete r i gy Air quality in the planning area is not only affected by various emission sources (e.g., mobile and industry), but also by atmospheric conditions (e.g., wind speed, wind direction, temperature, and rainfall). The combination of topography, low mixing height, abundant sunshine, and emissions from the second-largest urban area in the United States gives the Basin the worst air pollution problem in the nation. 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 8 1 The annual average temperature varies little throughout the Basin, ranging from the low to middle 60s, measured in degrees Fahrenheit (°F). With a more pronounced oceanic influence, coastal areas show less variability in annual minimum and maximum temperatures than inland areas. The climatological station closest to the site is the Saugus Power Plant 1.1 The monthly average maximum temperature recorded ranged from 59.3 °F in January to 94.3 °F in August, with an annual average maximum of 76.4 *F. The monthly average minimum temperature recorded at this station ranged from 36.0 °F in January to 55.1 °F in August, with an annual average minimum of 44.8 *F. January is typically the coldest month, and July and August are typically the warmest months in this area of the Basin. The majority of annual rainfall in the Basin occurs between November and April. Summer rainfall is minimal and is generally limited to scattered thundershowers in coastal regions and slightly heavier showers in the eastern portion of the Basin and along the coastal side of the mountains. Saugus Power Plant 1's monitored precipitation shows that average monthly rainfall varied from 3.84 inches in February to 0.64 inch or less from May to October, with an annual total of 18.25 inches. Patterns in monthly and yearly rainfall totals are unpredictable due to fluctuations in the weather. The Basin experiences a persistent temperature inversion (increasing temperature with increasing altitude) as a result of the Pacific high. This inversion limits the vertical dispersion of air contaminants, holding them relatively near the ground. As the sun warms the ground and the lower air layer, the temperature of the lower air layer approaches the temperature of the base of the inversion (upper) layer until the inversion layer finally breaks, allowing vertical mixing with the lower layer. This phenomenon is observed in midafternoon to late afternoon on hot summer days, when the smog appears to clear up suddenly. Winter inversions frequently break by midmorning. Winds in the project area blow predominantly from the south-southwest, with relatively low velocities. Wind speeds in the project area average about 5 miles per hour (mph). Summer wind speeds average slightly higher than winter wind speeds. Low average wind speeds, together with a persistent temperature inversion limit the vertical dispersion of air pollutants throughout the Basin. Strong, dry, north or northeasterly winds, known as Santa Ana winds, occur during the fall and winter months, dispersing air contaminants. The Santa Ana conditions tend to last for several days at a time. The combination of stagnant wind conditions and low inversions produces the greatest pollutant concentrations. On days of no inversion or high wind speeds, ambient air pollutant concentrations are the lowest. During periods of low inversions and low wind speeds, air pollutants generated in urbanized areas are transported predominantly onshore into Los Angeles County. In the winter, the greatest pollution problems are CO and nitrogen oxides (NOx) because of extremely low inversions and air stagnation during the night and early morning hours. In the summer, the longer daylight hours and the brighter sunshine combine to cause a reaction between hydrocarbons and NOx to form photochemical smog. Description of Global Climate Change and its Sources Global climate change (GCC) is the observed increase in the average temperature of the Earth's atmosphere and oceans along with other significant changes in climate (e.g., precipitation or wind) 1 Western Regional Climate Center. Website: https:Hwrcc.dri.edu/cgi-bin/cliMAIN.pl?ca8014 (accessed August 2019). 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 9 1 that last for an extended period of time. The term "global climate change" is often used interchangeably with the term "global warming," but "global climate change" is preferred to "global warming" because it helps convey that there are other changes in addition to rising temperatures. Climate change refers to any change in measures of weather (e.g., temperature, precipitation, or wind) lasting for an extended period (decades or longer). Climate change may result from natural factors (e.g., changes in the sun's intensity), natural processes within the climate system (e.g., changes in ocean circulation), or human activities (e.g., the burning of fossil fuels, land clearing, or agriculture). The primary observed effect of GCC has been a rise in the average global tropospheric' temperature of 0.36 °F per decade, determined from meteorological measurements worldwide between 1990 and 2005. Climate change modeling shows that further warming may occur, which may induce additional changes in the global climate system during the current century. Changes to the global climate system, ecosystems, and the environment of the State could include higher sea levels, drier or wetter weather, changes in ocean salinity, changes in wind patterns, or more energetic aspects of extreme weather, including droughts, heavy precipitation, heat waves, extreme cold, and increased intensity of tropical cyclones. Specific effects in the State might include a decline in the Sierra Nevada snowpack, erosion of the State's coastline, and seawater intrusion in the San Joaquin Delta. Global surface temperatures have risen by 1.33 °F ±0.32 °F over the last 100 years. The rate of warming over the last 50 years is almost double that over the last 100 years (Intergovernmental Panel on Climate Change [IPCC] 2013). The latest projections, based on state-of-the-art climate models, indicate that temperatures in the State are expected to rise 3-10.5 °F by the end of the century (State of California 2013). The prevailing scientific opinion on climate change is that "most of the warming observed over the last 60 years is attributable to human activities" (IPCC 2013). Increased amounts of carbon dioxide (CO2) and other GHGs are the primary causes of the human -induced component of warming. The observed warming effect associated with the presence of GHGs in the atmosphere (from either natural or human sources) is often referred to as the greenhouse effect.' GHGs are present in the atmosphere naturally, are released by natural sources, or are formed from secondary reactions taking place in the atmosphere. The gases that are widely seen as the principal contributors to human -induced GHG are:4 • Carbon dioxide (CO2); • Methane (CHA • Nitrous oxide (N20); • Hydrofluorocarbons (HFCs); The troposphere is the zone of the atmosphere characterized by water vapor, weather, winds, and decreasing temperature with increasing altitude. The temperature on Earth is regulated by a system commonly known as the "greenhouse effect." Just as the glass in a greenhouse lets heat from sunlight in and reduces the amount of heat that escapes, GHGs like carbon dioxide (COA, methane (CHA and nitrous oxide (N20) in the atmosphere keep the Earth at a relatively even temperature. Without the greenhouse effect, the Earth would be a frozen globe; thus, the naturally occurring greenhouse effect is necessary to keep our planet at a comfortable temperature. The GHGs listed are consistent with the definition in Assembly Bill 32 (Government Code 38505), as discussed later in this section. 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 10 1 0 Perfluorocarbons (PFCs); and 0 Sulfur hexafluoride (SF6). Over the last 200 years, human activities have caused substantial quantities of GHGs to be released into the atmosphere. These extra emissions are increasing GHG concentrations in the atmosphere and enhancing the natural greenhouse effect, which some scientist believe can cause global warming. While GHGs produced by human activities include naturally occurring GHGs (e.g., CO2, CH4i and N20), some gases (e.g., HFCs, PFCs, and SF6) are completely new to the atmosphere. Certain other gases (e.g., water vapor) are short-lived in the atmosphere as compared to these GHGs that remain in the atmosphere for significant periods of time, contributing to climate change in the long term. Water vapor is generally excluded from the list of GHGs because it is short-lived in the atmosphere and its atmospheric concentrations are largely determined by natural processes (e.g., oceanic evaporation). For the purposes of this air quality study, the term "GHGs" will refer collectively to the six gases identified in the bulleted list provided above. These gases vary considerably in terms of global warming potential (GWP), which is a concept developed to compare the ability of each GHG to trap heat in the atmosphere relative to another gas. GWP is based on several factors, including the relative effectiveness of a gas in absorbing infrared radiation and the length of time that the gas remains in the atmosphere ("atmospheric lifetime"). GWP of each gas is measured relative to CO2, the most abundant GHG. The definition of GWP for a particular GHG is the ratio of heat trapped by one unit mass of the GHG to the ratio of heat trapped by one unit mass of CO2 over a specified time period. GHG emissions are typically measured in terms of metric tons' of "CO2 equivalents" (MT CO2e). For example, N20 is 298 times more potent at contributing to global warming than CO2. Table D identifies the GWP for each type of GHG analyzed in this report. United Nations Framework Convention on Climate Change (UNFCCC) reporting guidelines for national inventories require the use of GWP values from the IPCC Fourth 9 Assessment Report (AR4) (IPCC 2007). Tablle D: Gllolball Warming Potentiall of Greenhouse Gases Gas Atmospheric Lifetime (Years) Global Warming Potential (100-year Time Horizon) Carbon Dioxide (CO2) —100 1 Methane (CH4) 12 25 Nitrous Oxide (N20) 114 298 Source: Table ES-1, GWP values from the IPCC Fourth 9 Assessment Report (AR4). Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2017. Website: https://www.epo.govlghgemissions/inventory-us- greenhouse-gas-emissions-and-sinks-1990-2017, (accessed August 2019). The following discussion summarizes the characteristics of the six primary GHGs. VNENRIAMM In the atmosphere, carbon generally exists in its oxidized form, as CO2. Natural sources of CO2 include the respiration (breathing) of humans, animals, and plants; volcanic outgassing; decomposition of organic matter; and evaporation from the oceans. Human -caused sources of CO2 5 A metric ton is equivalent to approximately 1.1 tons. 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 11 1 include the combustion of fossil fuels and wood, waste incineration, mineral production, and deforestation. The Earth maintains a natural carbon balance, and when concentrations of CO2 are upset, the system gradually returns to its natural state through natural processes. Natural changes to the carbon cycle work slowly, especially compared to the rapid rate at which humans are adding CO2 to the atmosphere. Natural removal processes (e.g., photosynthesis by land- and ocean - dwelling plant species) cannot keep pace with this extra input of human -made CO2, and consequently the gas is building up in the atmosphere. The concentration of CO2 in the atmosphere has risen from about 280 ppm prior to the Industrial Revolution to more than 400 ppm currently (National Oceanic and Atmospheric Administration 2018). The transportation sector remains the largest source of GHG emissions in 2015, representing 39 percent of the State's GHG emission inventory (ARB 2019). The largest emissions category within the transportation sector is on -road, which consists of passenger vehicles (cars, motorcycles, and light -duty trucks) and heavy-duty trucks and buses. Emissions from on -road sources constitute over 92 percent of the transportation sector total. Industry and electricity generation were the State's second- and third -largest categories of GHG emissions, respectively. CH4 is produced when organic matter decomposes in environments lacking sufficient oxygen. Natural sources of CH4 include fires, geologic processes, and bacteria that produce CH4 in a variety of settings (most notably, wetlands) (EPA 2010). Anthropogenic sources include rice cultivation, livestock, landfills and waste treatment, biomass burning, and fossil fuel combustion (e.g., the burning of coal, oil, and natural gas). As with CO2i the major removal process of atmospheric CH4—a chemical breakdown in the atmosphere —cannot keep pace with source emissions, and CH4 concentrations in the atmosphere are increasing. N20 is produced naturally by a wide variety of biological sources, particularly microbial action in soils and water. Tropical soils and oceans account for the majority of natural source emissions. N20 is also a product of the reaction that occurs between nitrogen and oxygen during fuel combustion. Both mobile and stationary combustion sources emit N20. The quantity of N20 emitted varies according to the type of fuel, technology, and pollution control device used, as well as maintenance and operating practices. Agricultural soil management and fossil fuel combustion are the primary sources of human -generated N20 emissions in the State. HyC.r9flLld7Yd7("C.YYbons, PeEfluord7("C.YYbons, C.YC7dSulfur HexgfIuoride HFCs are primarily used as substitutes for 03-depleting substances regulated under the Montreal Protocol .6 PFCs and SF6 are emitted from various industrial processes, including aluminum smelting, semiconductor manufacturing, electric power transmission and distribution, and magnesium casting. There is no aluminum or magnesium production in the State; however, the rapid growth in the semiconductor industry, which is active in the State, has led to greater use of PFCs. However, 6 The Montreal Protocol is an international treaty that was approved on January 1, 1989, and was designated to protect the ozone layer by phasing out the production of several groups of halogenated hydrocarbons believed to be responsible for 03 depletion and which are also potent GHGs. 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 12 1 there are no known project -related emissions of these three GHGs; therefore, these substances are not discussed further in this analysis. Emissions ns m uorces and Inventories An emissions inventory that identifies and quantifies the primary human -generated sources and sinks of GHGs is a well -recognized and useful tool for addressing climate change. This section summarizes the latest information on global, national, State, and local GHG emission inventories. However, because GHGs persist for a long time in the atmosphere (previously referenced Table D), accumulate over time, and are generally well mixed, their impact on the atmosphere and climate cannot be tied to a specific point of emission. Globol Emissions Worldwide emissions of GHGs in 2017 totaled 25.6 billion MT CO2e (UNFCCC 2019). Global estimates are based on country inventories developed as part of the programs of the UNFCCC. United Strrte.s Emissions In 2017, the United States emitted approximately 6.456 billion MT CO2e, down from 7.4 billion MT CO2e in 2007. United States emissions decreased by 0.5 percent from 2016 to 2017. This decrease was largely driven by a decrease in emissions from fossil fuel combustion, which was a result of multiple factors including a continued shift from coal to natural gas and increased use of renewables in the electric power sector, and milder weather that contributed to less overall electricity use. In 2017, the total United States GHG emissions were approximately 13 percent less than 2005 levels (EPA 2019). Str(Jtre of Col�fbrnio Emissions According to ARB emission inventory estimates, the State emitted approximately 429 million metric tons of CO2e (MMT CO2e) emissions in 2016. This is a decrease of 12 MMT CO2e from 2015 and below the 2020 target of 431 MMT CO2e (ARB 2019). The ARB estimates that transportation was the source of approximately 39 percent of the State's GHG emissions in 2016, followed by electricity generation (both in -state and out-of-state) at 16 percent and industrial sources at 21 percent. The remaining sources of GHG emissions were residential and commercial activities at 9 percent, agriculture at 8 percent, high-GWP gases at 5 percent, and recycling and waste at 2 percent (ARB 2019). Toxic Air Contaminants The public's exposure to toxic air contaminants (TACs) is a significant environmental health issue in the State of California. In 1983, the California Legislature enacted a program to identify the health effects of TACs and to reduce exposure to these contaminants to protect the public health. The Health and Safety Code defines a TAC as "an air pollutant which may cause or contribute to an increase in mortality or in serious illness, or which may pose a present or potential hazard to human health." A substance that is listed as a hazardous air pollutant pursuant to subsection (b) of Section 112 of the Federal Act (42 United States Code Section 7412[b]) is a TAC. Under State law, the California Environmental Protection Agency (CalEPA), acting through the ARB, is authorized to 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 13 1 identify a substance as a TAC if it determines the substance is an air pollutant that may cause or contribute to an increase in mortality or an increase in serious illness, or which may pose a present or potential hazard to human health. California regulates TACs primarily through Assembly Bill (AB) 1807 (Tanner Air Toxics Act) and AB 2588 (Air Toxics "Hot Spot" Information and Assessment Act of 1987). AB 1807 sets forth a formal procedure for the ARB to designate substances as TACs. Once a TAC is identified, the ARB adopts an "airborne toxics control measure" for sources that emit designated TACs. If there is a safe threshold for a substance at which there is no toxic effect, the control measure must reduce exposure to below that threshold. If there is no safe threshold, the measure must incorporate toxics best available control technology (T-BACT) to minimize emissions. Air toxics from stationary sources are also regulated in California under AB 2588. Under AB 2588, TAC emissions from individual facilities are quantified and prioritized by the air quality management district or air pollution control district. High priority facilities are required to perform a Health Risk Assessment (HRA) and, if specific thresholds are exceeded, are required to communicate the results to the public in the form of notices and public meetings. To date, the ARB has designated nearly 200 compounds as TACs. Additionally, the ARB has implemented control measures for a number of compounds that pose high risks and show potential for effective control. The majority of the estimated health risks from TACs can be attributed to a relatively few compounds, the most important being particulate matter (PM) from diesel -fueled engines (diesel particulate matter [DPMj). Exposure to DPM may be a health hazard, particularly to children whose lungs are still developing and the elderly who may have other serious health problems. DPM levels and resultant potential health effects may be higher in close proximity to heavily traveled roadways with substantial truck traffic or near industrial facilities. According to the ARB, DPM exposure may lead to the following adverse health effects: (1) aggravated asthma; (2) chronic bronchitis; (3) increased respiratory and cardiovascular hospitalizations; (4) decreased lung function in children; (5) lung cancer; (6) premature deaths for people with heart or lung disease.' g The ARB is working to reduce DPM through regulations, financial incentives, and enforcement programs. In 2004, the ARB adopted two airborne toxic control measures to reduce DPM emissions associated with distribution centers. The first limit nonessential (or unnecessary) idling of diesel - fueled commercial vehicles, including those entering from other states or countries. This statewide measure, effective in 2005, prohibits idling of a vehicle more than 5 minutes at any one location. The elimination of unnecessary idling reduces the localized impacts caused by DPM and other air toxics in diesel vehicle exhaust. 7 ARB, Diesel and Health Research, https:Hww2.arb.ca.gov/resources/overview-diesel-exhaust-and-health, accessed August 2019. 8 ARB, Fact Sheet: Diesel Particulate Matter Health Risk Assessment Study for the West Oakland Community: Preliminary Summary of Results, March 2008, https:// ww3.arb.ca.gov/ch/communities/ra/westoakland/documents/ factsheet03O8.pdf, accessed August 2019. 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 14 1 Air Quaiity and Land Use Handbook ARB published the Air Quality and Land Use Handbook on April 28, 2005, to serve as a general guide for considering health effects associated with siting sensitive receptors proximate to sources of TAC emissions. The recommendations provided therein are voluntary and do not constitute a requirement of mandate for either land use agencies or local air districts. The goal of the guidance document is to protect sensitive receptors, such as children, the elderly, and acutely ill and chronically ill persons, from exposure to TAC emissions. Some examples of ARB's siting recommendations include the following: (1) avoid siting sensitive receptors within 500 feet of a freeway, urban road with 100,000 vehicles per day, or rural roads with 50,000 vehicles per day; (2) avoid siting sensitive receptors with 1,000 feet of a distribution center (that accommodates more than 100 trucks per day, more than 40 trucks with operating transport refrigeration units per day, or where transport refrigeration units operations exceed 300 hours per week); and (3) avoid siting sensitive receptors within 300 feet of any dry cleaning operation using perch loroethylene and within 500 feet of operation with two or more machines. Amibien t °f xic Air Contaminants Inventory -for Basin The SCAQMD has conducted an in-depth analysis of the TACs and their resulting health risks for all of Southern California. This study, the Multiple Air Toxics Exposure Study in the South Coast Air Basin, MATES IV, shows that cancer risk has decreased more than 50 percent between MATES III (SCAQMD 2008) and MATES IV (SCAQMD 2015). MATES IV is the most comprehensive dataset documenting the ambient air toxic levels and health risks associated with Basin emissions. Therefore, the MATES IV study represents the baseline health risk for a cumulative analysis. These model estimates were based on monitoring data collected at 10 fixed sites in the Basin. None of the fixed monitoring sites is in the local area of the Project site. However, MATES IV has extrapolated the excess cancer risk levels throughout the Basin by modeling the specific grids. MATES IV modeling predicted an excess cancer risk of 839 in 1 million for the region in the proposed Project area. DPM is included in this cancer risk along with all other TAC sources. DPM accounts for 68 percent of the total risk shown in MATES IV. Air Pollution n Constituents and Attainment Status The ARB coordinates and oversees both State and federal air pollution control programs in California. The ARB oversees activities of local air quality management agencies and maintains air quality monitoring stations throughout California in conjunction with the EPA and local air districts. The ARB has divided the State into 15 air basins based on meteorological and topographical factors of air pollution. Data collected at these stations are used by the ARB and EPA to classify air basins as attainment, nonattainment, nonattainment-transitional, or unclassified, based on air quality data for the most recent three calendar years compared with the AAQS. Attainment areas may be: Attainment/Unclassified ("Unclassifiable" in some lists), which have never violated the air quality standard of interest or do not have enough monitoring data to establish attainment or nonattainment status; 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 15 1 Attainment -Maintenance (national Ambient Air Quality Standards [NAAQS] only), which violated a NAAQS that is currently in use (was Nonattainment) in or after 1990, but now attains the standard and is officially redesignated as Attainment by the EPA with a Maintenance State Implementation Plan (SIP); or Attainment (usually only for California Ambient Air Quality Standards [CAAQS], but sometimes for NAAQS), which have adequate monitoring data to show attainment, have never been nonattainment, or, for NAAQS, have completed the official Maintenance period. Nonattainment areas are imposed with additional restrictions as required by the EPA. The air quality data are also used to monitor progress in attaining air quality standards. Table E lists the attainment status for the criteria pollutants in the Basin. Tablle E: Attainment Status of Criteria Poll llutalnts in the South Coast Air Basin Pollutant State Federal 03 1-hour Nonattainment N/A 03 8-hour Nonattainment Extreme Nonattainment PMlo Nonattainment Attainment/Maintenance PMz.s Nonattainment Nonattainment CO Attainment Unclassified/Attainment NO, Attainment Unclassified/Attainment S02 Attainment Attainment Lead Nonattainment' Nonattainment' All others Attainment/Unclassified Attainment/Unclassified Source: Air Quality Standards and Area Designations (ARB 2018). Website: http://www.arb.ca.gov/desig/desig.htm (accessed August 2019). 1 Only in Los Angeles County. All other counties in California are in attainment. CO = carbon monoxide PM10 = particulate matter less than 10 microns in size N/A = not applicable PM2.5 = particulate matter less than 2.5 microns in size NO2 = nitrogen dioxide S02 = sulfur dioxide 03 = ozone 03 (smog) is formed by photochemical reactions between oxides of nitrogen and reactive organic gases (ROGs) rather than being directly emitted. 03 is a pungent, colorless gas typical of Southern California smog. Elevated 03 concentrations result in reduced lung function, particularly during vigorous physical activity. This health problem is particularly acute in sensitive receptors (e.g., the sick, the elderly, and young children). 03 levels peak during summer and early fall. The entire Basin is designated as a nonattainment area for the State 1-hour and 8-hour 03 standards. The EPA has officially designated the status for most of the Basin regarding the 8-hour 03 standard as "Extreme Nonattainment," which means the Basin has until 2024 to attain the Federal 8-hour 03 standard. CC.YYbon Monoxide CO is formed by the incomplete combustion of fossil fuels, almost entirely from automobiles. CO is a colorless, odorless gas that can cause dizziness, fatigue, and impairments to central nervous system 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 16 1 functions. The entire Basin is in attainment for the State standards for CO. The Basin is designated as an "Unclassified/Attainment" area under the Federal CO standards. NO2, a reddish brown gas, and nitric oxide (NO), a colorless, odorless gas, are formed from fuel combustion under high temperature or pressure. These compounds are referred to as nitrogen oxides, or NOx. NOx is a primary component of the photochemical smog reaction. It also contributes to other pollution problems, including a high concentration of fine particulate matter, poor visibility, and acid deposition (i.e., acid rain). NO2 decreases lung function and may reduce resistance to infection. The entire Basin is designated as attainment for the State NO2 standard and as an "Unclassified/Attainment" area under the Federal NO2 standard. SO2 is a colorless irritating gas formed primarily from incomplete combustion of fuels containing sulfur. Industrial facilities also contribute to gaseous SO2 levels. SO2 irritates the respiratory tract, can injure lung tissue when combined with fine particulate matter, and reduces visibility and the level of sunlight. The entire Basin is in attainment with both federal and State SO2 standards. Lead is found in old paints and coatings, plumbing, and a variety of other materials. Once in the bloodstream, lead can cause damage to the brain, nervous system, and other body systems. Children are highly susceptible to the effects of lead. Los Angeles County is in nonattainment with both federal and State standards (all other counties in California are in attainment). Port'iculot'e Ik ot't'er Particulate matter (PM) is the term used for a mixture of solid particles and liquid droplets found in the air. Coarse particles (PM10) derive from a variety of sources, including windblown dust and grinding operations. Fuel combustion and resultant exhaust from power plants and diesel buses and trucks are primarily responsible for fine particle (PM2.5) levels. Fine particles can also be formed in the atmosphere through chemical reactions. PM10 can accumulate in the respiratory system and aggravate health problems (e.g., asthma). The EPA's scientific review concluded that PM2.5, which penetrate deeply into the lungs, are more likely than coarse particles to contribute to the health effects listed in a number of recently published community epidemiological studies at concentrations that extend well below those allowed by the current PM10 standards. These health effects include premature death and increased hospital admissions and emergency room visits (primarily the elderly and individuals with cardiopulmonary disease); increased respiratory symptoms and disease (children and individuals with cardiopulmonary disease [e.g., asthma]); decreased lung functions (particularly in children and individuals with asthma); and alterations in lung tissue and structure and in respiratory tract defense mechanisms. The Basin is designated nonattainment for the federal and State PM2.5 standards and State PM10 standard, and attainment/ maintenance for the federal PM10 standard. 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 17 1 Voloti(e Orc onic Compounds Volatile organic compounds (VOCs; also known as ROGs and reactive organic compounds [ROCS]) are formed from the combustion of fuels and the evaporation of organic solvents. VOCs are not defined as criteria pollutants; however, because VOCs accumulate in the atmosphere more quickly during the winter when sunlight is limited and photochemical reactions are slower, they are a prime component of the photochemical smog reaction. There are no attainment designations for VOCs. Sulfates occur in combination with metal and/or hydrogen ions. In California, emissions of sulfur compounds occur primarily from the combustion of petroleum -derived fuels (e.g., gasoline and diesel fuel) that contain sulfur. This sulfur is oxidized to SO2 during the combustion process and subsequently is converted to sulfate compounds in the atmosphere. The conversion of SO2 to sulfates takes place comparatively rapidly and completely in urban areas of the State due to regional meteorological features. The entire Basin is in attainment for the State standard for sulfates. Hydrogen Sulfide 1­12S is a colorless gas with the odor of rotten eggs. 1­12S is formed during bacterial decomposition of sulfur -containing organic substances. In addition, 1­12S can be present in sewer gas and some natural gas and can be emitted as the result of geothermal energy exploitation. In 1984, an ARB committee concluded that the ambient standard for 1­12S is adequate to protect public health and to significantly reduce odor annoyance. The entire Basin is unclassified for the State standard for 1­12S. Visibility -Reducing Particles Visibility -reducing particles consist of suspended particulate matter, which is a complex mixture of tiny particles that consists of dry solid fragments, solid cores with liquid coatings, and small droplets of liquid. These particles vary greatly in shape, size, and chemical composition, and can be made up of many different materials (e.g., metals, soot, soil, dust, and salt). The statewide standard is intended to limit the frequency and severity of visibility impairment due to regional haze. The entire Basin is unclassified for the State standard for visibility -reducing particles. REGULATORY SETTINGS Federal Regulations/Standards Pursuant to the Federal Clean Air Act (CAA) of 1970, the EPA established the NAAQS. The NAAQS were established for six major pollutants, termed "criteria" pollutants. Criteria pollutants are defined as those pollutants for which the federal and State governments have established AAQS, or criteria, for outdoor concentrations in order to protect public health. Data collected at permanent monitoring stations are used by the EPA to classify regions as "attainment" or "nonattainment," depending on whether the regions met the requirements stated in the primary NAAQS. Nonattainment areas are imposed with additional restrictions as required by the EPA. The EPA has designated the Southern California Association of Governments (SCAG) as the Metropolitan Planning Organization (MPO) responsible for ensuring compliance with the requirements of the CAA for the Basin. 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 18 1 In an effort to help federal agencies ensure the integrity of their environmental reviews and promote sound governmental decision making, the Council on Environmental Quality (CEQ) issued on January 14, 2011, final guidance on the "Appropriate Use of Mitigation and Monitoring and Clarifying the Appropriate Use of Mitigated Findings of No Significant Impact." This guidance was developed as part of CEQ's effort to modernize and reinvigorate federal agency implementation of the National Environmental Policy Act (NEPA). The EPA established new national air quality standards for ground -level 03 and PM2.5 in 1997. On May 14, 1999, the Court of Appeals for the District of Columbia Circuit issued a decision ruling that the CAA, as applied in setting the new public health standards for 03 and PM2.5i was unconstitutional as an improper delegation of legislative authority to the EPA. On February 27, 2001, the United States Supreme Court upheld the way the government sets air quality standards under the CAA. The court unanimously rejected industry arguments that the EPA must consider financial cost, as well as health benefits, in writing standards. The justices also rejected arguments that the EPA took too much lawmaking power from Congress when it set tougher standards for 03 and soot in 1997. Nevertheless, the Court threw out the EPA's policy for implementing new 03 rules, saying that the agency ignored a section of the law that restricts its authority to enforce such rules. In April 2003, the EPA was cleared by the White House Office of Management and Budget to implement the 8-hour ground -level 03 standard. The EPA issued the proposed rule implementing the 8-hour 03 standard in April 2003. The EPA completed final 8-hour nonattainment status on April 15, 2004. The EPA revoked the 1-hour 03 standard on June 15, 2005, and lowered the 8-hour 03 standard from 0.08 ppm to 0.075 ppm on April 1, 2008. The EPA issued the final PM2.5 implementation rule in fall 2004. The EPA lowered the 24-hour PM2.5 standard from 65 to 35 �Ig/m3 and revoked the annual PM10 standard on December 17, 2006. The EPA issued final designations for the 2006 24-hour PM2.5 standard on December 12, 2008. The United States has historically had a voluntary approach to reducing GHG emissions. However, on April 2, 2007, the United States Supreme Court ruled that the EPA has the authority to regulate CO2 emissions under the CAA. While there currently are no adopted Federal regulations for the control or reduction of GHG emissions, the EPA commenced several actions in 2009 that are required to implement a regulatory approach to GHG. On September 30, 2009, the EPA announced a proposal that focuses on large facilities emitting over 25,000 tons of GHG emissions per year. These facilities would be required to obtain permits that would demonstrate they are using the best practices and technologies to minimize GHG emissions. On December 7, 2009, the EPA Administrator signed a final action under the CAA, finding that six GHGs (i.e., CO2, CH4, N2O, HFCs, PFCs, and SF6) constitute a threat to public health and welfare, and that the combined emissions from motor vehicles cause and contribute to GHG. This EPA action does not impose any requirements on industry or other entities. However, the findings are a prerequisite to finalizing the GHG emission standards for light -duty vehicles discussed below. On April 1, 2010, the EPA and the Department of Transportation's National Highway Traffic Safety Administration (NHTSA) announced a final joint rule to establish a national program consisting of 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 19 1 new standards for model year 2012 through 2016 light -duty vehicles that will reduce GHG emissions and improve fuel economy. The EPA has finalized the first -ever national GHG emissions standards under the CAA, and NHTSA has finalized Corporate Average Fuel Economy (CAFE) standards under the Energy Policy and Conservation Act on August 16, 2016. The EPA GHG standards require these vehicles to meet an estimated combined average emissions level of 250 grams of CO2 per mile in model year 2016, equivalent to 35.5 miles per gallon. On September 15, 2011, the EPA and the National Highway Traffic Safety Administration issued a final rule of Greenhouse Gas Emissions Standards and Fuel Efficiency Standards for Medium- and Heavy -Duty Engines and Vehicles (76 Fed. Reg. 7106). This final rule is tailored to each of three regulatory categories of heavy-duty vehicles —combination tractors, heavy-duty pickup trucks and vans, and vocational vehicles. The EPA and the National Highway Traffic Safety Administration estimated that the new standards in this rule will reduce CO2 emissions by approximately 270 million metric tons (MMT) and save 530 million barrels of oil over the life of vehicles sold during the 2014 through 2018 model years. In January 2012, the ARB approved a vehicle emission control program for model years 2017 through 2025. This is called the Advanced Clean Cars Program. On August 28, 2012, the EPA and NHTSA issued a joint final rulemaking to establish 2017 through 2025 GHG emissions and CAFE standards. To further California's support of the national program to regulate emissions, the ARB submitted a proposal that would allow automobile manufacturer compliance with the EPA's requirements to show compliance with California's requirements for the same model years. The Final Rulemaking Package was filed on December 6, 2012, and the final rulemaking became effective on December 31, 2012. On August 24, 2018, the EPA and NHTSA proposed the Safer Affordable Fuel -Efficient (SAFE) Vehicles Rule for Model Years 2021— 2026 Passenger Cars and Light Trucks. The SAFE Vehicles Rule, if finalized, would amend certain existing CAFE and tailpipe CO2 emissions standards for passenger cars and light trucks and establish new standards, all covering model years 2021 through 2026. More specifically, NHTSA is proposing new CAFE standards for model years 2022 through 2026 and amending its 2021 model year CAFE standards, and the EPA is proposing to amend its CO2 emissions standards for model years 2021 through 2025 in addition to establishing new standards for model year 2026. The agencies proposed to retain the model year 2020 standards for both programs through model year 2026, but also requested comment on a range of other alternatives. State Regulations/Standards In 1967, the State Legislature passed the Mulford -Carrell Act, which combined two Department of Health bureaus, the Bureau of Air Sanitation, and the Motor Vehicle Pollution Control Board, to establish the ARB. Since its formation, the ARB has worked with the public, the business sector, and local governments to find solutions to the State's air pollution problems. California adopted the CCAA in 1988. The ARB administers the CAAQS for the 10 air pollutants designated in the CCAA. The 10 State air pollutants are the six criteria pollutants designated by the CAA as well as four others: visibility -reducing particulates, hydrogen sulfide, sulfates, and vinyl chloride. 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 20 1 Coln fbrnio Cli mote Action Milestones In 1988, Assembly Bill 4420 directed the California Energy Commission (CEC) to report on "how global warming trends may affect the State's energy supply and demand, economy, environment, agriculture, and water supplies" and offer "recommendations for avoiding, reducing and addressing the impacts." This marked the first statutory direction to a State agency to address climate change. The California Climate Action Registry was created to encourage voluntary reporting and early reductions of GHG emissions with the adoption of Senate Bill (SB) 1771 in 2000. The CEC was directed to assist by developing metrics and identifying and qualifying third -party organizations to provide technical assistance and advice to GHG emission reporters. The next year, SB 527 amended SB 1771 to emphasize third -party verification. SB 1771 also contained several additional requirements for the CEC, including updating the State's GHG inventory from an existing 1998 report and continuing to update it every five years; acquiring, developing, and distributing information on GHG to agencies and businesses; establishing a State interagency task force to ensure policy coordination; and establishing a climate change advisory committee to make recommendations on the most equitable and efficient ways to implement climate change requirements. In 2006, AB 1803 transferred preparation of the inventory from the CEC to the ARB by AB 1803. The ARB updates the inventory annually. AB 1493, authored by Assembly Member Fran Pavley in 2002, directed the ARB to adopt regulations to achieve the maximum feasible and cost-effective reduction of GHG emissions from motor vehicles. The so-called "Pavley" regulations, or Clean Car regulations, were approved by the ARB in 2004. The ARB submitted a request to the EPA to implement the regulations in December 2005. After several years of requests to the federal government, and accompanying litigation, this waiver request was granted on June 30, 2009. The ARB has since combined the control of smog -causing pollutants and GHG emissions to develop a single coordinated package of standards known as Low Emission Vehicles III. These regulations were expected to reduce GHG emissions from State - passenger vehicles by approximately 22 percent in 2012 and approximately 30 percent in 2016, all while improving fuel efficiency and reducing motorists' costs. AB 1493 also directed the State's Climate Action Registry to adopt protocols for reporting reductions in GHG emissions from mobile sources prior to the operative date of the regulations. The California Renewable Portfolio Standard Program, which requires electric utilities and other entities under the jurisdiction of the California Public Utilities Commission (CPUC) to meet 20 percent of their retail sales with renewable power by 2017, was established by SB 1078 in 2002. The renewable portfolio standard was accelerated to 20 percent by 2010 by SB 107 in 2006. The program was subsequently expanded by the renewable electricity standard approved by the ARB in September 2010, requiring all utilities to meet a 33 percent target by 2020. The renewable electricity standard is projected to reduce GHG emissions from the electricity sector by at least 12 MMT CO2e in 2020. In December 2004, Governor Arnold Schwarzenegger signed Executive Order (EO) 5-20-04, which set a goal of reducing energy use in State-owned buildings by 20 percent by 2015 (from a 2003 baseline) and encouraged cities, counties, schools, and the private sector to take all cost-effective measures to reduce building electricity use. This action built upon the State's strong history of energy 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 21 1 efficiency efforts that have saved Californians and the State businesses energy and money for decades. They are a cornerstone of GHG reduction efforts. EO 5-3-05 (June 2005) established GHG targets for the State including returning to year 2000 emission levels by 2010; 1990 levels by 2020; and 80 percent below 1990 levels by 2050. EO 5-3-05 directed the Secretary of CalEPA to coordinate efforts to meet the targets with the heads of other State agencies. This group became the Climate Action Team (CAT). AB 32 and ARB"s Climate Change Scoping Plon In 2006, the State Legislature passed the California Global Warming Solutions Act of 2006 (AB 32), which created a comprehensive, multiyear program to reduce GHG emissions in California. Under AB 32, ARB must adopt regulations requiring the reporting and verification of statewide GHG emissions from specified sources. This program is used to monitor and enforce compliance with established standards. ARB also is required to adopt rules and regulations to achieve the maximum technologically feasible and cost-effective GHG emission reductions. AB 32 relatedly authorized ARB to adopt market -based compliance mechanisms to meet the specified requirements. Finally, ARB is ultimately responsible for monitoring compliance and enforcing any rule, regulation, order, emission limitation, emission reduction measure, or market -based compliance mechanism adopted. AB 32 required the ARB to develop a Scoping Plan that describes the approach California will take to reduce GHGs to achieve the goal of reducing emissions to 1990 levels by 2020. In 2007, ARB approved a limit on the statewide GHG emissions level for year 2020 consistent with the determined 1990 baseline (427 MMT CO2e). ARB's adoption of this limit is in accordance with Health and Safety Code Section 38550. In the Scoping Plan, ARB determined that achieving the 1990 emissions level by 2020 would require a reduction in GHG emissions of approximately 28.5 percent from the otherwise projected 2020 emissions level; i.e., those emissions that would occur in 2020, absent GHG-reducing laws and regulations (referred to as "Business As Usual" [BAUj). For purposes of calculating this percentage reduction, ARB assumed that all new electricity generation would be supplied by natural gas plants, no further regulatory action would affect vehicle fuel efficiency, and building energy efficiency codes would be held at 2005 standards. In the 2011 Final Supplement to the Scoping Plan's Functional Equivalent Document, ARB revised its estimates of the projected 2020 emissions level in light of the economic recession and the availability of updated information about GHG reduction regulations. Based on the new economic data, ARB determined that achieving the 1990 emissions level by 2020 would require a reduction in GHG emissions of 21.7 percent (down from 28.5 percent) from the BAU conditions. When the 2020 emissions level projection also was updated to account for newly implemented regulatory measures, including Pavley I (model years 2009-2016) and the Renewable Portfolio Standard (12 to 20 percent), the ARB determined that achieving the 1990 emissions level in 2020 would require a reduction in GHG emissions of 16 percent (down from 28.5 percent) from the BAU conditions. More recently, in 2014, ARB adopted the First Update to the Climate Change Scoping Plan: Building on the Framework (First Update). The stated purpose of the First Update is to "highlight California's success to date in reducing its GHG emissions and lay the foundation for establishing a broad 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 22 1 framework for continued emission reductions beyond 2020, on the path to 80% below 1990 levels by 2050." The First Update found that California is on track to meet the 2020 emissions reduction mandate established by AB 32, and noted that California could reduce emissions further by 2030 to levels squarely in line with those needed to stay on track to reduce emissions to 80 percent below 1990 levels by 2050 if the State realizes the expected benefits of existing policy goals. In conjunction with the First Update, ARB identified "six key focus areas comprising major components of the state's economy to evaluate and describe the larger transformative actions that will be needed to meet the state's more expansive emission reduction needs by 2050." Those six areas are (1) energy; (2) transportation (vehicles/equipment, sustainable communities, housing, fuels, and infrastructure); (3) agriculture; (4) water; (5) waste management; and (6) natural and working lands. The First Update identifies key recommended actions for each sector that will facilitate achievement of EO 5-3-05's 2050 reduction goal. As part of the First Update, ARB recalculated the State's 1990 emissions level using more recent global warming potentials identified by the IPCC. Using the recalculated 1990 emissions level (431 MMT CO2e) and the revised 2020 emissions level projection identified in the 2011 Final Supplement, the ARB determined that achieving the 1990 emissions level by 2020 would require a reduction in GHG emissions of approximately 15 percent (instead of 28.5 percent or 16 percent) from the BAU conditions. On December 14, 2017, the ARB adopted The 2017 Climate Change Scoping Plan Update (Second Update) (ARB 2017). This update proposes the ARB's strategy for achieving the State's 2030 GHG target as established in SIB 32 (discussed below), including continuing the Cap -and -Trade Program through 2030, and includes a new approach to reduce GHGs from refineries by 20 percent. The Second Update incorporates approaches to cutting short-lived climate pollutants (SLCPs) under the Short -Lived Climate Pollutant Reduction Strategy (a planning document that was adopted by the ARB in March 2017) and acknowledges the need for reducing emissions in agriculture and highlights the work underway to ensure that California's natural and working lands increasingly sequester carbon. During development of the Second Update, the ARB held a number of public workshops in the Natural and Working Lands, Agriculture, Energy and Transportation sectors to inform development of the 2030 Scoping Plan Update (ARB 2016). When discussing project -level GHG emissions reduction actions and thresholds, the Second Update states "achieving no net increase in GHG emissions is the correct overall objective, but it may not be appropriate or feasible for every development project. An inability to mitigate a project's GHG emissions to zero does not necessarily imply a substantial contribution to the cumulatively significant environmental impact of climate change under CEQA." EO B-30-15 (April 2015) identified an interim GHG reduction target in support of targets previously identified under 5-3-05 and AB 32. EO B-30-15 sets an interim target goal of reducing statewide GHG emissions to 40 percent below 1990 levels by 2030 to keep California on its trajectory toward meeting or exceeding the long-term goal of reducing statewide GHG emissions to 80 percent below 1990 levels by 2050 as set forth in 5-3-05. To facilitate achievement of this goal, EO B-30-15 calls for an update to ARB's Scoping Plan to express the 2030 target in terms of MMT CO2e. The EO also calls for State agencies to continue to develop and implement GHG emission reduction programs in 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 23 1 support of the reduction targets. Sector -specific agencies in transportation, energy, water, and forestry were required to prepare GHG reduction plans by September 2015, followed by a report on action taken in relation to these plans in June 2016. EO B-30-15 does not require local agencies to take any action to meet the new interim GHG reduction target. SB 32 crud AB 197 SB 32 and AB 197 (enacted in 2016) are companion bills that set a new statewide GHG reduction targets; make changes to the ARB's membership, and increase legislative oversight of the ARB's climate change -based activities; and expand dissemination of GHG and other air quality -related emissions data to enhance transparency and accountability. More specifically, SB 32 codified the 2030 emissions reduction goal of EO B-30-15 by requiring the ARB to ensure that statewide GHG emissions are reduced to 40 percent below 1990 levels by 2030. AB 197 established the Joint Legislative Committee on Climate Change Policies, consisting of at least three members of the Senate and three members of the Assembly, in order to provide ongoing oversight over implementation of the State's climate policies. AB 197 also added two members of the Legislature to the ARB as nonvoting members; requires the ARB to make available and update (at least annually via its website) emissions data for GHGs, criteria air pollutants, and TACs from reporting facilities; and requires the ARB to identify specific information for GHG emissions reduction measures when updating the scoping plan. Title 24, Part 6. Title 24 of the California Code of Regulations was established in 1978 and serves to enhance and regulate California's building standards. While not initially promulgated to reduce GHG emissions, Part 6 of Title 24 specifically establishes Building Energy Efficiency Standards that are designed to ensure new and existing buildings in California achieve energy efficiency and preserve outdoor and indoor environmental quality. The CEC is required by law to adopt standards every three years that are cost effective for homeowners over the 30-year lifespan of a building (CEC 2015). These standards are updated to consider and incorporate new energy efficient technologies and construction methods. As a result, these standards save energy, increase electricity supply reliability, increase indoor comfort, avoid the need to construct new power plants, and help preserve the environment. The project would be required to comply with 2019 Title 24 standards because its building construction phase would commence after January 1, 2020. This analysis does not quantify the increased energy efficiency and corresponding GHG emissions savings associated with the more stringent 2019 Title 24 standards, which results in a conservative assessment of GHG emission savings because the 2019 Title 24 standards have been documented to reduce energy usage (e.g., for lighting, heating, cooling, ventilation, and water heating) and associated GHG emissions. It should be noted that the 2016 Title 24 energy data are used in the California Emission Estimator Model (CaIEEMod) version 2016.3.2. Title 24, Part 11. In addition to the CEC's efforts, in 2008, the California Building Standards Commission adopted the nation's first green building standards. The California Green Building Standards Code (Part 11 of Title 24) is commonly referred to as CALGreen, and establishes minimum 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 24 1 mandatory standards as well as voluntary standards pertaining to the planning and design of sustainable site development, energy efficiency (in excess of the California Energy Code requirements), water conservation, material conservation, and interior air quality. The CALGreen standards took effect in January 2011 and instituted mandatory minimum environmental performance standards for all ground -up, new construction of commercial, low-rise residential and State-owned buildings and schools and hospitals. The CALGreen 2019 standards became effective on January 1, 2020. AB 1109. Enacted in 2007, AB 1109 required the CEC to adopt minimum energy efficiency standards for general purpose lighting, to reduce electricity consumption 50 percent for indoor residential lighting and 25 percent for indoor commercial lighting. AB 1493. In a response to the transportation sector accounting for more than half of California's CO2 emissions, AB 1493 was enacted in July 2002. AB 1493 required the ARB to set GHG emission standards for passenger vehicles, light -duty trucks, and other vehicles determined by the State Board to be vehicles that are primarily used for noncommercial personal transportation in the state. The bill required that the ARB set GHG emission standards for motor vehicles manufactured in 2009 and all subsequent model years. The ARB adopted the standards in September 2004. When fully phased in, the near -term (2009-2012) standards will result in a reduction of about 22 percent in GHG emissions compared to the emissions from the 2002 fleet, while the mid-term (2013-2016) standards will result in a reduction of about 30 percent. EO S-1-07. Issued on January 18, 2007, EO 5-1-07 sets a declining Low Carbon Fuel Standard for GHG emissions measured in CO2E grams per unit of fuel energy sold in California. The target of the Low Carbon Fuel Standard is to reduce the carbon intensity of California passenger vehicle fuels by at least 10 percent by 2020. The carbon intensity measures the amount of GHG emissions in the lifecycle of a fuel, including extraction/feedstock production, processing, transportation, and final consumption, per unit of energy delivered. The ARB adopted the implementing regulation in April 2009. The regulation is expected to increase the production of biofuels, including those from alternative sources, such as algae, wood, and agricultural waste. SB 375. SB 375 (2008) addresses GHG emissions associated with the transportation sector through regional transportation and sustainability plans. SB 375 required the ARB to adopt regional GHG reduction targets for the automobile and light -truck sector for 2020 and 2035. Regional MPOs are then responsible for preparing a Sustainable Communities Strategy (SCS) within their Regional Transportation Plans (RTPs). The goal of the SCS is to establish a forecast development pattern for the region that, after considering transportation measures and policies, will achieve, if feasible, the GHG reduction targets. If an SCS is unable to achieve the GHG reduction target, an MPO must prepare an Alternative Planning Strategy demonstrating how the GHG reduction target would be achieved through alternative development patterns, infrastructure, or additional transportation measures or policies. In 2010, the ARB adopted the SB 375 targets for the regional MPOs. The targets for SCAG are an 8 percent reduction in emissions per capita by 2020 and a 13 percent reduction by 2035. SCAG 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 25 1 completed and adopted its 2016 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS) in April 2016. Renewable Energy and Energy Procurement SB 1078. SB 1078 (2002) established the Renewable Portfolio Standard (RPS) program, which requires an annual increase in renewable generation by the utilities equivalent to at least 1 percent of sales, with an aggregate goal of 20 percent by 2017. This goal was subsequently accelerated, requiring utilities to obtain 20 percent of their power from renewable sources by 2010. SB 350. SB 350 (2015) further expanded the RPS by establishing that 50 percent of the total electricity sold to retail customers in California per year by December 31, 2030, be secured from qualifying renewable energy sources. In addition, SB 350 includes the goal to double the energy efficiency savings in electricity and natural gas final end uses (such as heating, cooling, lighting, or class of energy uses on which an energy -efficiency program is focused) of retail customers through energy conservation and efficiency. The bill also requires the CPUC, in consultation with the CEC, to establish efficiency targets for electrical and gas corporations consistent with this goal. EO B-29-15. In response to the then -ongoing drought in California, EO B-29-15 (April 2015) set a goal of achieving a statewide reduction in potable urban water usage of 25 percent relative to water use in 2013. The term of the EO extended through February 28, 2016, although many of the directives have since become permanent water -efficiency standards and requirements. The EO includes specific directives that set strict limits on water usage in the state. In response to EO B-29-15, the California Department of Water Resources has modified and adopted a revised version of the Model Water Efficient Landscape Ordinance that, among other changes, significantly increases the requirements for landscape water use efficiency and broadens its applicability to include new development projects with smaller landscape areas. PANNAVAM AB 939 and AB 341. In 1989, AB 939, known as the Integrated Waste Management Act (Public Resources Code Sections 40000 et seq.), was passed because of the increase in waste stream and the decrease in landfill capacity. The statute established the California Integrated Waste Management Board, which oversees a disposal reporting system. AB 939 mandated a reduction of waste disposal where jurisdictions were required to meet diversion goals of all solid waste through source reduction, recycling, and composting activities of 25 percent by 1995 and 50 percent by the year 2000. AB 341 (2011) amended the California Integrated Waste Management Act of 1989 to include a provision declaring that it is the policy goal of the State that not less than 75 percent of solid waste generated be source -reduced, recycled, or composted by the year 2020, and annually thereafter. In addition, AB 341 required the California Department of Resources Recycling and Recovery (CalRecycle) to develop strategies to achieve the State's policy goal. CalRecycle has conducted multiple workshops and published documents that identify priority strategies that CalRecycle believes would assist the State in reaching the 75 percent goal by 2020. 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 26 1 Other State Regulotions and Goals EO S-13-08. EO 5-13-08 (November 2008) is intended to hasten California's response to the impacts of global climate change, particularly sea -level rise. Therefore, the EO directs State agencies to take specified actions to assess and plan for such impacts. The final 2009 California Climate Adaptation Strategy report was issued in December 2009 (CNRA 2009), and an update, Safeguarding California: Reducing Climate Risk, followed in July 2014 (CNRA 2014). To assess the state's vulnerability, the report summarizes key climate change impacts to the state for the following areas: Agriculture, Biodiversity and Habitat, Emergency Management, Energy, Forestry, Ocean and Coastal Ecosystems and Resources, Public Health, Transportation, and Water. Regional Air Quality Planning Framework The 1976 Lewis Air Quality Management Act established SCAQMD and other air districts throughout the State. The Federal CAA Amendments of 1977 required that each state adopt an implementation plan outlining pollution control measures to attain the federal standards in its nonattainment areas. The ARB is responsible for incorporating AQMPs for local air basins into an SIP for EPA approval. Significant authority for air quality control within them has been given to local air districts that regulate stationary -source emissions and develop local nonattainment plans. Regional Air Quality (Management Phan The SCAQMD and SCAG are responsible for formulating and implementing the AQMP for the Basin. The main purpose of an AQMP is to bring the area into compliance with federal and State air quality standards. Every three years, the SCAQMD prepares a new AQMP, updating the previous plan and 20-year horizon. The SCAQMD adopted the 2016 AQMP in March 3, 2017 (SCAQMD 2017). The ARB approved the plan on March 10, 2017, and forwarded the AQMP to the EPA. The Final 2016 AQMP incorporates the latest scientific and technological information and planning assumptions, including the 2016 RTP/SCS and updated emission inventory methodologies for various source categories. The Final 2016 AQMP included the new and changing federal requirements, implementation of new technology measures, and continued development of economically sound, flexible compliance approaches. The AQMP also provides policies and measures to guide responsible agencies in achieving federal standards for healthful air quality in the Basin. It also incorporates a comprehensive strategy aimed at controlling pollution from all sources, including stationary sources, on -road and off -road mobile sources, and area sources. The SCAQMD adopts rules and regulations to implement portion of the AQMP. Several of these rules may apply to project construction or operation. For example, SCAQMD Rule 403 requires the implementation of best available fugitive dust control measure during active construction periods capable of generating fugitive dust emissions from on -site earthmoving activities, construction/ demolition activities, and construction equipment travel on paved and unpaved roads. Although the SCAQMD is responsible for regional air quality planning efforts, it does not have the authority to directly regulate the air quality issues associated with new development projects within 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 27 1 the Basin, such as the proposed Project. Instead the SCAQMD published the CEQA Air Quality Handbook (SCAQMD 1993) to assist lead agencies, as well as consultants, project proponents, and other interested parties, in evaluating potential air quality impacts of projects proposed in the Basin. The CEQA Air Quality Handbook provides standards, methodologies, and procedures for conducting air quality analyses in EIRs and was used extensively in the preparation of this analysis. The SCAQMD is currently in the process of replacing the CEQA Air Quality Handbook with the Air Quality Analysis Guidance Handbook.9 In order to assist the California Environmental Quality Act (CEQA) practitioner in conducting an air quality analysis in the interim while the replacement Air Quality Analysis Guidance Handbook is being prepared, supplemental guidance/information is provided on the SCAQMD website and includes (1) Emission FACtors (EMFAC) on -road vehicle emission factors; (2) background CO concentrations; (3) localized significance thresholds; (4) mitigation measures and control efficiencies; (5) mobile source toxics analysis; (6) off -road mobile source emission factors; (7) PM2.5 significance thresholds and calculation methodology; and (8) updated SCAQMD Air Quality Significance Thresholds. The SCAQMD also recommends using approved models to calculate emissions from land use projects, such as the California Emissions Estimator Model (CalEEMod). These recommendations were followed in the preparation of this analysis. The following SCAQMD rules and regulations would be applicable to the proposed Project. SCAQMD Rule 403 requires projects to incorporate fugitive dust control measures. Rule 403 requires that fugitive dust be controlled with best available control measures so that the presence of such dust does not remain visible in the atmosphere beyond the property line of the emission source. SCAQMD Rule 1113 limits the VOC content of architectural coatings. SCAQMD Rule 1113 governs the sale, use, and manufacturing of architectural coating and limits the VOC content in paints and paint solvents. This rule regulates the VOC content of paints available during construction and operation of the proposed project. Therefore, all paints and solvents used during construction and operation of the project must comply with SCAQMD Rule 1113. These control measures as required under the SCAQMD Rules are included in the CalEEMod construction and operational emission analysis. Regional Transportation Phan Southern California Association of Governments is the regional planning agency for Los Angeles, Orange, Ventura, Riverside, San Bernardino, and Imperial Counties, and addresses regional issues relating to transportation, the economy, community development and the environment. SCAG coordinates with various air quality and transportation stakeholders in Southern California to ensure compliance with the federal and State air quality requirements, including the Transportation Conformity Rule and other applicable federal, State, and air district laws and regulations. As the federally designated MPO for the six -county Southern California region, SCAG is required by law to 9 SCAQMD, Air Quality Analysis Handbook, www.aqmd.gov/home/regulations/ceqa/air-quality-analysis-handbook, accessed August 2019. 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 28 1 ensure that transportation activities conform to, and are supportive of, the goals of regional and State air quality plans to attain NAAQS. In addition, SCAG is a co -producer with SCAQMD of the transportation strategy and transportation control measure sections of the AQMP for the Basin. With regard to future growth, SCAG adopted the 2016 RTP/SCS in April 2016, which provides population, housing, and employment projections for cities under its jurisdiction. The growth projections in the 2016 RTP/SCS are based in part on projections originating under County and City General Plans. These growth projections were utilized in the preparation of the air quality forecasts and consistency analysis included in the 2016 AQMP. City of Santa Clarita General Plan The Conservation and Open Space Element of the City of Santa Clarita General Plan (City of Santa Clarita 2011) includes air quality policies intended to limit sources of air pollution and sensitive receptor exposure. The following policies are applicable to the project: • Objective CO 8.3: Encourage the following green building and sustainable development practices on private development projects, to the extent reasonable and feasible. • Policy CO 8.3.1: Evaluate site plans proposed for new development based on energy efficiency pursuant to LEED (Leadership in Energy and Environmental Design) standards for New Construction and Neighborhood Development, including the following: a) location efficiency; b) environmental preservation; c) compact, complete, and connected neighborhoods; and d) resource efficiency, including use of recycled materials and water. • Policy CO 8.3.6: Require new development to use passive solar heating and cooling techniques in building design and construction, which may include but are not be limited to building orientation, clerestory windows, skylights, placement and type of windows, overhangs to shade doors and windows, and use of light colored roofs, shade trees, and paving materials. • Policy CO 8.3.7: Encourage the use of trees and landscaping to reduce heating and cooling energy loads, through shading of buildings and parking lots. • Policy CO 8.3.8: Encourage energy -conserving heating and cooling systems and appliances, and energy -efficiency in windows and insulation, in all new construction. • Policy CO 8.3.9: Limit excessive lighting levels, and encourage a reduction of lighting when businesses are closed to a level required for security. • Policy CO 8.3.12: Reduce extensive heat gain from paved surfaces through development standards wherever feasible. City of Santa Clarita Climate Action Plan (CAP) In January 2011, Santa Clarita began developing a CAP, which it completed in August 2012. The CAP sets a threshold of significance for GHG emissions for CEQA projects. A project that is consistent with the General Plan and zoning ordinance is consistent with the CAP because the General Plan goals, objectives, and polices are designed to meet the AB 32 GHG emission reduction targets. Projects that require a zone change or General Plan Amendment must demonstrate consistency with the CAP. Consistency can be demonstrated by a quantitative analysis showing a 12% GHG reduction below business -as -usual. 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 29 1 METHODOLOGY Construction Emissions Construction activities can generate a substantial amount of air pollution. Construction activities are considered temporary; however, short-term impacts can contribute to exceedances of air quality standards. Construction activities include site preparation, earthmoving, and general construction. The emissions generated from these common construction activities include fugitive dust from soil disturbance, fuel combustion from mobile heavy-duty diesel and gasoline powered equipment, portable auxiliary equipment, and worker commute trips. The California Emission Estimator Model version 2016.3.2 (CalEEMod)10 computer program was used to calculate emissions from on -site construction equipment and emissions from worker and vehicle trips to the site. Q eurationai Emissions The air quality analysis includes estimating emissions associated with long-term operation of the Project. Indirect emissions of criteria pollutants with regional impacts would be emitted by Project - generated vehicle trips. In addition, localized air quality impacts (i.e., higher carbon monoxide concentrations or "hot spots") near intersections or roadway segments in the Project vicinity would also potentially occur due to Project -generated vehicle trips. Consistent with the SCAQMD guidance for estimating emissions associated with land use development projects, the CalEEMod computer program was used to calculate the long-term operational emissions associated with the Project. Greenhouse Gas Emissions GHG emissions associated with the Project would occur over the short-term from construction activities, consisting primarily of emissions from equipment exhaust. There would also be long-term GHG emissions associated with Project -related vehicular trips. The City of Santa Clarita's CAP meets the SCAQMD requirements for a Qualified Greenhouse Gas Reduction Strategy; therefore, the proposed Project was evaluated for consistency with the City's CAP. THRESHOLDS E IFw SIGNIFICANCE ICANCE SCAQMD's CEQA Air Quality Handbook (SCAQMD 1993), with associated updates, and the City's Environmental Quality Act Guidelines were followed in the assessment of air quality impacts for the proposed Project. 10 CaIEEMod provides a platform to calculate both construction emissions and operational emissions from a land use project. It can calculate both the daily maximum and annual average for criteria pollutants as well as annual greenhouse gas (GHG) emissions. The output from these calculations can be used in the preparation of quality and GHG analyses in CEQA documents. In order to produce this data, CaIEEMod utilizes widely accepted methodologies for estimating emissions combined with default data that can be used when site -specific information is not available. Example sources of these methodologies and default data include the USEPA AP-42 emission factors, CARB vehicle emission models, and studies commissioned by State agencies. Some local air districts also provide customized values for their default data and existing regulation methodologies for use for projects located in their jurisdictions. A majority of CaIEEMod's default data associated with locations and land use is derived from surveys of existing land uses. 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 30 1 This air quality and GHG impact analysis includes estimated emissions associated with short-term construction and long-term operation of the proposed Project. Criteria pollutants with regional impacts would be emitted by project -related vehicular trips, as well as by emissions associated with stationary sources used on site. The net increase in pollutant emissions determines the significance and impact on regional air quality as a result of the proposed Project. The results also allow the local government to determine whether the proposed Project will deter the region from achieving the goal of reducing pollutants in accordance with the AQMP in order to comply with the NAAQS and CAAQS. Based on Guidelines for the Implementation of California Environmental Quality Act, Appendix G, Public Resources Code (PRC) Sections 15000-15387, a project would normally be considered to have a significant effect on air quality if the project would violate any CAAQS, contribute substantially to an existing air quality violation, expose sensitive receptors to substantial pollutants concentrations, or conflict with adopted environmental plans and goals of the community in which it is located. The following significance thresholds are contained in Appendix G of the State CEQA Guidelines. A significant impact would occur if a project would: 0 Conflict with or obstruct implementation of the applicable air quality plan; • Result in a cumulatively considerable net increase of any criteria pollutant for which the project is nonattainment under an applicable federal or state ambient air quality standard; • Expose sensitive receptors to substantial pollutant concentrations; or • Result in other emissions (such as those leading to odors) adversely affecting a substantial number of people. The State CEQA Guidelines define a significant effect on the environment as "a substantial, or potentially substantial, adverse change in the environment." To determine if a project would have a significant impact on air quality, the type, level, and impact of emissions generated by the project must be evaluated. According to the SCAQMD, if an individual project results in emissions of criteria air pollutants that exceed the SCAQMD's recommended daily thresholds for project -specific impacts, then the project would also result in a cumulatively considerable net increase of these criteria pollutants. IPOLLUTAINTS WITH REGIONAL NAL EFFECTS The SCAQMD has established daily emissions thresholds for construction and operation of a proposed Project in the Basin. The emissions thresholds were established based on the attainment status of the Basin with regard to air quality standards for specific criteria pollutants. Because the concentration standards were set at a level that protects public health with an adequate margin of safety (EPA), these emissions thresholds are regarded as conservative and would overstate an individual project's contribution to health risks. 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 31 1 Regional Thresholds -for Construction and Operational Emissions ns The City utilizes the SCAQMD CEQA Air Quality Handbook to identify potentially significant impacts on air quality. For the purposes of this analysis, an impact is considered significant if a project: 1. Generates total emissions (direct and indirect) in excess of the thresholds given in Table F; 2. Generates a violation of any ambient air quality standard when added to the local background; 3. Does not conform with the applicable attainment or maintenance plan(s); or 4. Exposes sensitive receptors to substantial pollutant concentrations, including those resulting in a cancer risk greater than or equal to ten in a million, and/or a health index (non -cancerous) greater than or equal to one. Tablle F: SCAQD D Significance Threslhollds Air Pollutant Construction Phase Operational Phase vocs 75 Ibs/day 55 Ibs/day CO 550 Ibs/day 550 Ibs/day NOx 100 Ibs/day 55 Ibs/day Sox 150 Ibs/day 150 Ibs/day PM10 150 Ibs/day 150 Ibs/day PM2.1 55 Ibs/day 55 Ibs/day Source: South Coast Air Quality Management District (2016). CO = carbon monoxide PMlo = particulate matter less than 10 microns in size Ibs = pounds VOCs = volatile organic compounds NOx = nitrogen oxides SCAQMD = South Coast Air Quality Management District PM2.5 = particulate matter less than 2.5 microns in size Sox = sulfur oxides Projects in the Basin with operational emissions that exceed any of these emission thresholds are considered to be significant under SCAQMD guidelines. These thresholds, which apply throughout the Basin and were developed by the SCAQMD, apply as both project and cumulative thresholds. If a project exceeds these standards, it is considered to have a project -specific and cumulative impact. Local Micro.scole Concentration Stondord.s Areas of vehicle congestion have the potential to create pockets of CO called hot spots. Because CO is produced in greatest quantities from vehicle combustion and does not readily disperse into the atmosphere, adherence to AAQS is typically demonstrated through an analysis of localized CO concentrations. Hot spots are typically produced at intersections, where traffic congestion is highest because vehicles queue for longer periods and are subject to reduced speeds. Typically, for an intersection to exhibit a significant CO concentration, it would operate at level of service (LOS) E or worse without improvements (Caltrans 1997). The significance of localized project impacts under CEQA depends on whether ambient CO levels in the vicinity of the project are above or below State and Federal CO standards. If ambient levels are below the standards, a project is considered to have a significant impact if project emissions result in an exceedance of one or more of these standards. If ambient levels already exceed a State or Federal standard, project emissions are considered significant if they increase 1-hour CO concentrations by 1.0 ppm or more or 8-hour CO concentrations by 0.45 ppm or more. The following are applicable local emission concentration standards for CO: 0 California State 1-hour CO standard of 20.0 ppm; and 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 32 1 0 California State 8-hour CO standard of 9.0 ppm. THRESHOLDS H LD, IF 14 LOCALIZED IMPACTS AINALYSIS The SCAQMD published its Final Localized Significance Threshold Methodology in June 2003 and updated it in July 2008 (SCAQMD 2003), recommending that all air quality analyses include an assessment of both construction and operational impacts on the air quality of nearby sensitive receptors. Localized Significance Thresholds (LSTs) were developed in response to the SCAQMD Governing Board's Environmental Justice Enhancement Initiative. The LST methodology was adopted by the SCAQMD Governing Board in October 2003 (SCAQMD 2003). LSTs represent the maximum emissions from a project that are not expected to cause or contribute to an exceedance of the most stringent applicable NAAQS or CAAQS, and are developed based on the ambient concentrations of that pollutant for each source receptor area and distance to the nearest sensitive receptor. LSTs, which are voluntary, only apply to CO, NO2, PM10, and PM2.5 emissions during construction and operation at the discretion of the lead agency. Screening -level analysis of LSTs is only recommended for construction activities at Project sites that are 5 acres or less. The SCAQMD recommends that operational activities and construction for any project over 5 acres should perform air quality dispersion modeling to assess impacts to nearby sensitive receptors. Dispersion modeling would be required for CO, NO2i PM10i and PM2.5 emissions during construction and for operational activities. NOx to NO2 conversion would be accounted for during the modeling to determine the maximum NO2 concentrations at the nearest sensitive receptors. The LST look -up thresholds for NOx were developed based on the 1-hour NO2 CAAQS of 0.18 ppm. However, the EPA has promulgated a 1-hour NO2 NAAQS of 0.1 ppm based on a 981" percentile value, which is more stringent than the CAAQS. In addition to the more stringent Federal 1-hour NO2 standard, the ARB has also established a new annual standard of 0.03 ppm. The LST look -up thresholds were developed for short-term standards (less than 24-hour concentration standards). The SCAQMD has developed methodology to assess the potential for localized emissions to cause an exceedance of applicable ambient air quality standards. Impacts would be considered significant if the following would occur: Maximum daily localized emissions are greater than the LSTs, resulting in predicted ambient concentrations in the vicinity of the Project site greater than the most stringent ambient air quality standards for CO and NO2. Maximum localized PM10 or PM2.5 emissions during construction are greater than the applicable LSTs, resulting in predicted ambient concentrations in the vicinity of the site to exceed 50 µg/m3 over five hours (SCAQMD Rule 403 control requirement). In the case of CO and NO2i if ambient levels are below the standards, a project is considered to have a significant impact if project emissions result in an exceedance of one or more of these standards. If ambient levels already exceed a State or Federal standard, then project emissions are considered significant if they increase ambient concentrations by a measurable amount. This would apply to PM10 and PM2.5i both of which are nonattainment pollutants (SCAQMD 2006). For these two, the significance criteria are the pollutant concentration thresholds presented in SCAQMD Rules 403 and 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 33 1 1301. The Rule 403 threshold of 10.4 µg/m3 applies to construction emissions. The Rule 1301 threshold of 2.5 µg/m3 applies to operational activities. THRESHOLDS FOR IPOLLUTAINTS THAT AFFECT GREENHOUSE USE GA, The State CEQA Guidelines Section 15064(b) provides that the "determination of whether a project may have a significant effect on the environment calls for careful judgment on the part of the public agency involved, based to the extent possible on scientific and factual data," and further, states that an "ironclad definition of significant effect is not always possible because the significance of an activity may vary with the setting." For the purpose of this analysis, Appendix G of the State CEQA Guidelines has been used as the significance threshold for GHG emissions. A project would normally have a significant effect on the environment if the project would: Generate GHG emissions, either directly or indirectly, that may have a significant impact on the environment. Conflict with an applicable plan, policy, or regulation adopted for the purpose of reducing the emissions of GHGs. On December 30, 2009, the Natural Resources Agency adopted amendments to the State CEQA Guidelines that became effective on March 18, 2010. The amendments to the State CEQA Guidelines include new requirements to evaluate GHG emissions. Pursuant to the amended State CEQA Guidelines, a lead agency should consider the following when assessing the significance of impacts from GHG emissions on the environment: 1. The extent to which the project may increase (or reduce) GHG emissions compared to the existing environmental setting; 2. Whether the project emissions exceed a threshold of significance that the lead agency determines applies to the project; and 3. The extent to which the project complies with regulations or requirements adopted to implement an adopted statewide, regional, or local plan for the reduction or mitigation of GHG emissions. Background nd n GHG Thresholds As the SCAQMD has recognized, the analysis of GHGs is a much different analysis than the analysis of criteria pollutants for the following reasons. For criteria pollutants, significance thresholds are based on daily emissions because attainment or nonattainment is based on daily exceedances of applicable AAQS. Furthermore, several AAQS are based on relatively short-term exposure effects on human health (e.g., 1-hour and 8-hour). However, since the half-life of CO2 is approximately 100 years, for example, the effects of GHGs are longer term and affect global climate over a relatively long time frame. As a result, the SCAQMD's current position is to evaluate GHG effects over a longer time frame than a single day. 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 34 1 The recommended approach for GHG analysis included in the Office of Planning and Research (OPR) June 2008 release is to (1) identify and quantify GHG emissions, (2) assess the significance of the impact on GHG, and (3) if significant, identify alternatives and/or mitigation measures to reduce the impact to below a level of significance. The June 2008 OPR guidance provides some additional direction regarding planning documents as follows: "CEQA can be a more effective tool for GHG emissions analysis and mitigation if it is supported and supplemented by sound development policies and practices that will reduce GHG emissions on a broad planning scale and that can provide the basis for a programmatic approach to project -specific CEQA analysis and mitigation. For local government lead agencies, adoption of general plan policies and certification of general plan EIRs that analyze broad jurisdiction -wide impacts of GHG emissions can be part of an effective strategy for addressing cumulative impacts and for streamlining later project -specific CEQA reviews." The State CEQA Guidelines Section 15064(b) provides that the "determination of whether a project may have a significant effect on the environment calls for careful judgment on the part of the public agency involved, based to the extent possible on scientific and factual data," and further, states that an "ironclad definition of significant effect is not always possible because the significance of an activity may vary with the setting." While individual projects are unlikely to measurably affect GHG, each project incrementally contributes toward the potential for GHG on a cumulative basis, in concert with all other past, present, and probable future projects. However, despite this, neither the CEQA statutes nor the OPR guidelines, nor the draft proposed changes to the CEQA Guidelines currently prescribe thresholds of significance or a particular methodology for performing an impact analysis. As with most environmental topics, significance criteria are left to the judgment and discretion of the lead agency. The SCAQMD has adopted a significance threshold of 10,000 MT CO2e per year (MT CO2e/yr) for permitted (stationary) sources of GHG emissions for which SCAQMD is the designated lead agency. To provide guidance to local lead agencies on determining significance for GHG emissions in their CEQA documents, SCAQMD has convened a GHG CEQA Significance Threshold Working Group (Working Group). Based on the last Working Group meeting held in September 2010 (Meeting No. 15), SCAQMD is proposing to adopt a tiered approach for evaluating GHG emissions for development projects where SCAQMD is not the lead agency: Tier 1. Exemptions: If a project is exempt from CEQA, project -level and cumulative GHG emissions are less than significant. Tier 2. Consistency with a locally adopted GHG Reduction Plan: If the project complies with a GHG emissions reduction plan or mitigation program that avoids or substantially reduces GHG emissions in the project's geographic area (i.e., city or county), project -level and cumulative GHG emissions are less than significant. Tier 3. Numerical Screening Threshold: If GHG emissions are less than the numerical screening - level threshold, project -level and cumulative GHG emissions are less than significant. For projects that are not exempt or where no qualifying GHG reduction plans are directly applicable, SCAQMD requires an assessment of GHG emissions. SCAQMD, under Option 1, is proposing a "bright -line" screening -level threshold of 3,000 MT CO2e/yr for all land use types or, under Option 2, 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 35 1 the following land -use -specific thresholds: 1,400 MT CO2e for commercial projects, 3,500 MT CO2e for residential projects, or 3,000 MT CO2e for mixed -use projects. This bright -line threshold is based on a review of the Governor's Office of Planning and Research database of CEQA projects. Based on their review of 711 CEQA projects, 90 percent of CEQA projects would exceed the bright -line thresholds identified above. Therefore, projects that do not exceed the bright -line threshold would have a nominal and therefore less than cumulatively considerable impact on GHG emissions: Tier 4. Performance Standards: If emissions exceed the numerical screening threshold, a more detailed review of the project's GHG emissions is warranted. SCAQMD has proposed an efficiency target for projects that exceed the bright -line threshold. The current recommended approach is per capita efficiency targets. SCAQMD is not recommending use of a percent emissions reduction target. Instead, SCAQMD proposes a 2020 efficiency target of 4.8 MT CO2e per year per service population (MT CO2e/year/SP) for project -level analyses and 6.6 MT CO2e/ year/SP for plan -level projects (e.g., program -level projects such as general plans). The GHG efficiency metric divides annualized GHG emissions by the service population, which is the sum of residents and employees, per the following equation: Rate of Emission: GHG Emissions (MT CO2e/yr) _ Service Population The efficiency evaluation consists of comparing the project's efficiency metric to efficiency targets. Efficiency targets represent the maximum quantity of emissions each resident and employee in the State of California could emit in various years based on emission levels necessary to achieve the statewide GHG emissions reduction goals. A project that results in a lower rate of emissions would be more efficient than a project with a higher rate of emissions, based on the same service population. The metric considers GHG reduction measures integrated into a project's design and operation (or through mitigation). The per capita efficiency targets are based on the AB 32 GHG reduction target and 2020 GHG emissions inventory prepared for the ARB's 2008 Scoping Plan. For the proposed Project, the buildout year is 2022 and consistency with a locally adopted GHG Reduction Plan and SCAQMD numerical screening thresholds were calculated based on Statewide GHG reduction goals and emission results from the CalEEMod model. The City defines a project -level local threshold of significance for GHG emissions as a project that is consistent with the General Plan and zoning ordinance would also be considered consistent with the CAP. Projects that require a zone change or General Plan Amendment must demonstrate consistency with the CAP. For CEQA purposes, the City has discretion to select an appropriate significance criterion, based on substantial evidence. The SCAQMD's adopted numerical threshold of 3,000 MTCO2e per for commercial land uses is selected as the significance criterion that has been supported by substantial evidence during SCAQMD adoption of its interim standards. IMPACTS MITIGATION F Air pollutant emissions associated with the Project would occur over the short term from construction activities (e.g., fugitive dust from site preparation and grading) and emissions from equipment exhaust. Long-term regional emissions associated with the Project would result from vehicular trips and energy consumption (e.g., electricity usage) by the proposed land uses. 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 36 1 Equipment Exhaust and Related Construction Activities Construction activities produce combustion emissions from various sources (e.g., site preparation, grading, utility engines, tenant improvements, and motor vehicles transporting the construction crew). Exhaust emissions from construction activities envisioned on site would vary daily as construction activity levels change. The use of construction equipment on site would result in localized exhaust emissions. Air pollutant emission sources during project construction would include: 0 Exhaust and particulate emissions generated from construction equipment; Fugitive dust from soil disturbance during site preparation, grading, and excavation activities; and a Volatile compounds that evaporate during site paving and painting of the structures. The purpose of this air quality analysis is to review reasonably foreseeable worst -case, air quality impacts due to construction and occupancy of the Project and develop programmatic mitigation measures to address impacts. To accomplish this, LSA reviewed a preliminary grading plan and developed a preliminary construction equipment list. LSA also developed a reasonably foreseeable construction activities phasing plan with overlapping phases indicative of incremental development. The analysis using the preliminary construction planning allows for a project -level analysis and mitigation associated with construction activities. For purposes of this air quality analysis, it is assumed that construction would happen in phases. Each individual phase of project development would include the following construction activities: • Site preparation; • Grading; • Building construction; • Paving and surface improvement; and • Architectural coating (painting). The application of paving and architectural coating would occur sequentially after building construction and is assumed to continue toward the end of the construction process. The construction analysis includes estimating the construction equipment that would be used during each construction activity, the hours of use for that construction equipment, the quantities of earth and debris to be moved, and on -road vehicle trips (worker, soils hauling, and vendor trips). Preliminary grading plans anticipate a total of approximately 5,503 cy of soil would be exported off site. CalEEMod modeling and defaults are assumed for the construction activities, off -road equipment, on -road construction fleet mix and trip lengths. The model assumed that approximately 688 truck trips will complete the exportation of 5,503 cy soil during the earthwork and grading period. Table G lists the tentative project construction schedule for the proposed Project based on a 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 37 1 probable start date in early 2021 and a planned opening by early 2021. CalEEMod modeling used an opening year of 2022. Table H lists the potential construction equipment to be used during project construction under each project phase. Tablle : Tentative Project Construction Sclhedulle Phase Number Phase Name Number of Days 1 Site Preparation 3 2 Grading 6 3 Building Construction 220 4 Paving 10 5 Architectural Coating 16 Source: Estimated by LSA from the site plan (assuming a 2022 opening year) (July 2020). Tablle H: Diesell Construction Equipment Utlillized by Coin stir uctioln Phase Construction Phase Off -Road Equipment Type Off -Road Equipment Unit Amount Hours Used per Day Horsepower Load Factor Graders 1 8 187 0.41 Site Preparation Scrapers 1 8 367 0.48 Tractors/Loaders/Backhoes 1 7 97 0.37 Graders 1 8 187 0.41 Grading Rubber -Tired Dozers 1 8 247 0.40 Tractors/Loaders/Backhoes 2 7 97 0.37 Cranes 1 8 231 0.29 Forklifts 2 7 89 0.20 Building Construction Generator Sets 1 8 84 0.74 Tractors/Loaders/Backhoes 1 6 97 0.37 Welders 3 8 46 0.45 Cement and Mortar Mixers 1 8 9 0.56 Pavers 1 8 130 0.42 Paving Paving Equipment 1 8 132 0.36 Rollers 2 8 80 0.38 Tractors/Loaders/Backhoes 1 8 97 0.37 Architectural Coating Air Compressors 1 6 78 0.48 Source: Compiled by LSA using CalEEMod 2016.3.2 (California Emission Estimator Model) defaults (July 2020). The construction calculations prepared for the Project assumed that dust control measures (watering a minimum of two times daily) would be employed to reduce emissions of fugitive dust during site grading. Further, all construction would need to comply with SCAQMD Rule 403 regarding the emission of fugitive dust. The most recent version of CalEEMod (Version 2016.3.2) was used to calculate the construction emissions (Table 1). The emissions rates shown in Table I are from the CalEEMod output tables listed as "Mitigated Construction," even though the only measures that have been applied to the analysis are the required construction emissions control measures, or standard conditions. CalEEMod emission modeling output files for construction are provided in Appendix A of this report. 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 38 1 Tablle il: Estimated Construction Emissions Total Regional Pollutant Emissions (Ibs/day) Fugitive Exhaust Fugitive Exhaust Construction Phase VOC NOx CO Sox PM10 PMio PM'.' PM'.' Site Preparation 1.58 18.31 11.07 0.03 0.81 0.70 0.10 0.65 Grading 2.85 51.38 17.78 0.11 5.11 1.01 2.10 0.94 Building Construction 2.57 19.61 18.93 0.04 1.19 0.83 0.32 0.80 Paving 1.30 10.70 12.38 0.02 0.17 0.58 0.04 0.54 Architectural Coating 46.80 1.58 2.50 0.00 0.19 0.10 0.05 0.10 Peak Daily 46.80 51.38 18.93 0.11 6.12 3.04 SCAQMD 75.00 100.00 550.00 150.00 150.00 55.00 Thresholds Significant No No No No No No Emissions? Source: Compiled by LSA (July 2020). CO = carbon monoxide NOx = nitrogen oxides PMlo = particulate matter less than 10 microns in size Sox = sulfur oxides Ibs/day = pounds per day PM2.5 = particulate matter less than 2.5 microns in size SCAQMD = South Coast Air Quality Management District VOC = volatile organic compounds No exceedances of any criteria pollutants are expected; therefore, no significant impacts would occur for project construction. Standard measures are discussed in the CalEEMod output included in Appendix A. Details of the emission factors and other assumptions are also included in Appendix A. Fugitive dust emissions are generally associated with land clearing and exposure of soils to the air and wind, as well as cut -and -fill grading operations. Dust generated during construction varies substantially on a project -by -project basis, depending on the level of activity, the specific operations, and weather conditions at the time of construction. The proposed Project will be required to comply with SCAQMD Rule 403 to control fugitive dust. Arch ftecturaIl Coatings Architectural coatings contain VOCs that are part of the 03 precursors. Approximately 50% of the interior and exterior walls would be unpainted walls and prefinishished metal siding or glass. Based on the proposed Project, it is estimated that application of the architectural coatings for the proposed peak construction day will result in a peak of 46.80 pounds per day (Ibs/day) of VOC. Therefore, VOC emissions from architectural coating application would not exceed the SCAQMD VOC threshold of 75 Ibs/day. Construction Source IEnnission II,,, T Analysis Local pollutant concentrations are initially addressed using the SCAQMD LST look -up table methodology. The Project site is 2.26 acres. Thresholds for the Project site were interpolated from the 2-acre and 5-acre thresholds from the SCAQMD's LST look -up tables. The closest sensitive receptors to the Project site are the existing Greenbrier mobile homes to the west of the Project site 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 39 1 across Valley Center Drive. Table J identifies the emissions thresholds for local pollutants with receptors at a distance of 230 feet (70.1 meters) for a 2.26-acre site. Tablle J: Coin stir uctioin Localllized impacts Alnallyslis Emissions Sources NOx (Ibs/day) CO (Ibs/day) PM10(Ibs/day) PM2.s(Ibs/day) Maximum On -site Emissions 20 15 3.9 2.4 LST Thresholds — 2.26-acre site 171 1,552 25.9 6.9 Significant Emissions? No No No No Source: Compiled by LSA (July 2020). Note: Source Receptor Area —Santa Clarita Valley, 2.26 acres, receptors at 230 ft (70.1 meters). CO = carbon monoxide PM2.5 = particulate matter less than 2.5 microns in size LST = local significance threshold PMlo = particulate matter less than 10 microns in size NOx = nitrogen oxides The nearest sensitive receptors (i.e., Greenbrier mobile homes) are to the west of the Project site across Valley Center Drive. Accordingly, LSTs for receptors at approximately 230 feet (70.1 meters) are utilized in this analysis and provide for a conservative, i.e., "health protective" standard of analysis. Emissions shown in Table J are less than those shown in Table I because the sources of local concentration include only on -site emission sources. The emissions of each of the pollutants analyzed would be less than the LST threshold shown in Table J, and would therefore be less than significant. Odors -frown Construction Activities Heavy-duty equipment in the Project area during construction would emit odors, primarily from the equipment exhaust. However, the construction activity would cease to occur after construction is completed. No other sources of objectionable odors have been identified for the proposed Project, and no mitigation measures are required. SCAQMD Rule 402 regarding nuisances states: "A person shall not discharge from any source whatsoever such quantities of air contaminants or other material which cause injury, detriment, nuisance, or annoyance to any considerable number of persons or to the public, or which endanger the comfort, repose, health or safety of any such persons or the public, or which cause, or have a natural tendency to cause, injury or damage to business or property." The proposed uses are not anticipated to emit any objectionable odors. Therefore, objectionable odors posing a health risk to potential on -site and existing off -site uses would not occur as a result of the proposed Project. Construction Toxic Air Contaminants The greatest potential for TAC emissions during construction activities would be related to emissions of DPM associated with heavy equipment operations during demolition, grading, and trenching activities. In addition, while incidental amounts of substances containing TACs, such as oils, solvents, and paints, could be used, these products would comply with all applicable SCAQMD rules for their manufacture and use and would not contribute substantially to overall health risks from TACs. 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 40 1 According to SCAQMD methodology, health effects from carcinogenic TACs are usually described in terms of individual cancer risk. Individual cancer risk is the likelihood that a person exposed to concentrations of TACs over a 30-year lifetime will contract cancer, based on the use of standard risk -assessment methodology. The SCAQMD CEQA Air Quality Handbook recommends that sensitive receptors located within one -quarter mile of a facility that emits TACs be considered in an evaluation of TAC-related health impacts. Sensitive receptors located beyond the one -quarter mile distance are generally not required to be evaluated due to atmospheric mixing and dispersion of pollutants. SCAQMD does not currently require a construction health risk assessment. However, a brief discussion of the potential for DPM as a TAC is provided. Construction -related activities would result in short-term emissions of DPM from the off -road heavy-duty diesel equipment exhaust. The greatest potential for DPM emissions associated with construction would be during grading activities. Because the construction schedule estimates that the phases that require the most heavy-duty diesel vehicle usage, such as grading, would last for a much shorter duration (e.g., approximately 1 week), construction of the proposed Project would not result in a substantial, long-term (i.e., 30-year) source of TAC emissions. It is, therefore, not necessary to evaluate long-term cancer impacts from construction activities that occur over a relatively short duration. Given the relatively limited number of heavy-duty construction equipment and the relatively short-term construction schedule (1 year), the proposed project would not result in a long-term (i.e., 9-year, 30-year, 70-years) substantial source of toxic air contaminant emissions and corresponding individual cancer risk. In addition, there would be no residual emissions or corresponding individual cancer risk after construction. As a result, construction TAC emissions would have a less than significant impact. Naturally Occurring Asbestos The proposed Project is located in Los Angeles County, which is among the counties found to have serpentine and ultramafic rock in their soils.11. However, according to the California Geological Survey, no such rock has been identified in the project vicinity. Therefore, the potential risk for naturally occurring asbestos during project construction is less than significant. Construction IEnnissi ns Conclusions Previously referenced Tables I and J show that daily regional construction emissions would not exceed the daily thresholds and the air quality standards of the CO, NO2, PM10, and PM2.5 pollutant emission thresholds established by the SCAQMD. No additional mitigation is required for the construction equipment. Heavy-duty equipment in the Project area during construction would emit odors, primarily from the equipment exhaust. However, the construction activity would cease to occur after construction is completed. No other sources of objectionable odors have been identified for the proposed Project, and no mitigation measures are required. The potential risk for naturally occurring asbestos during project construction would be less than significant. 11 California Department of Conservation, California Geological Survey. Asbestos. Website: https://www.conservation.ca.gov/cgs/Pages/HazardousMinerals/asbestos2.aspx (accessed August 2019). 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 41 1 Long-term air pollutant emission impacts are those associated with stationary sources and mobile sources involving project -related changes. The proposed Project would result in net increases in both stationary- and mobile -source emissions. The stationary -source emissions would come from many sources, including the use of consumer products, landscaping equipment, general energy use, and solid waste. Based on the Traffic Impact Study (Linscott, Law, & Greenspan, Engineers 2020), the proposed Project would generate approximately 238 trips per day on weekdays and 308 trips per day on Saturdays. The Project's average daily trips were entered in the CalEEMod. The Saturday trip rate was also used for Sunday. Area sources include architectural coatings, consumer products, and landscaping. Energy sources include natural gas consumption for heating. CalEEMod results for the Project are shown in Table K, which demonstrates that none of the criteria pollutants would exceed SCAQMD emission thresholds. Therefore, Project -related long-term air quality impacts would be less than significant and no mitigation is required. 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 42 1 Tablle iK: Begionall Opelrationall Emissions Source Pollutant Emissions, Ibs/day voc NOx CO Sox PMlo PM'.' Area 3.34 <0.01 0.02 0 <0.01 <0.01 Energy <0.01 0.03 0.03 <0.01 <0.01 <0.01 Mobile 0.66 3.13 9.19 0.03 2.83 0.77 Total Project Emissions 3.96 3.17 9.24 0.03 2.83 0.77 SCAQMD Thresholds 55.00 55.00 550.00 150.00 150.00 55.00 Significant? No No No No No No Source: Compiled by LSA (July 2020). Note: Numbers may appear to not sum correctly due to rounding. CO = carbon monoxide PMlo = particulate matter less than 10 microns in size Ibs/day = pounds per day SCAQMD = South Coast Air Quality Management District NOx = nitrogen oxides Sox = sulfur oxides PM2.5 = particulate matter less than 2.5 microns in size VOC = volatile organic compounds II„ocalize ' Impacts Analysis CalEEMod was used to calculate localized NO2, CO, PM10, and PM2.5 pollutant concentrations for operational activities. Table L shows the modeled emissions for the proposed operational activities compared with the appropriate LSTs. By design, the localized impacts analysis only includes on -site sources; however, the CalEEMod outputs do not separate on -site and off -site emissions for mobile sources. Motor vehicle emissions are estimated based on the average trip length for residential land uses. The average trip length used in the CalEEMod does not break down the portion of the motor vehicle emissions generated on site. For a worst -case scenario vehicle emission assessment of the mobile source, the emissions shown in Table L include all on -site Project -related area sources and 5 percent of the Project -related new mobile sources, which is an estimate of the amount of Project - related new vehicle traffic that will occur on site. A total of 5 percent is considered conservative because the average round trip lengths assumed are 16.6 miles for home -work, 8.4 miles for home - shop, and 6.9 miles for home -other types of trips. It is unlikely that the average on -site distance driven will be even 1,000 feet, which is approximately 2 percent of the total miles traveled. Considering the total trip length included in the CalEEMod, the 5 percent assumption is conservative. Table L shows that the operational emission rates would not exceed the LSTs for residents at a distance of 230 feet (70.1 meters) in the Project area. Therefore, the proposed operational activity would not result in a locally significant air quality impact. Tablle L Opelrationall Localllized QIImlpacts Anallyslis Emissions Sources NOx (Ibs/day) CO (Ibs/day) PMlo (Ibs/day) PM2., (Ibs/day) Maximum On -site Emissions 0.1 0.4 0.1 0.03 LST Thresholds - 2.26-acre site 171.0 1,552.0 6.6 2.00 Significant Emissions? No No No No Source: Compiled by LSA (July 2020). Note: Source Receptor Area - Santa Clarita Valley, 2.26 acres, receptors at 230 ft (70.1 meters). CO = carbon monoxide PM2.5 = particulate matter less than 2.5 microns in size LST = local significance threshold PMlo = particulate matter less than 10 microns in size NOX = nitrogen oxides 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 43 1 Odors -from O eorati nM Activities Land uses and industrial operations that are associated with odor complaints include agricultural uses, wastewater treatment plants, food processing plants, chemical plants, composting, refineries, landfills, dairies, and fiberglass molding. The proposed Project may generate odors from garbage and green waste collections. However, the odor would cease to occur after garbage and green waste collection trucks remove the wastes from the individual homes each week. As such, the proposed storage use would not generate objectionable odors off site. No other sources of objectionable odors have been identified for the proposed Project; therefore, the impacts associated with odors would be less than significant and no mitigation measures are required. L ily -T IRIMl IM ICIR AL (COHOT SPOT) AINAL , i Vehicular trips associated with the proposed Project would contribute to congestion at intersections and along roadway segments in the project vicinity. Localized air quality impacts would occur when emissions from vehicular traffic increase as a result of the proposed Project. The primary mobile - source pollutant of local concern is CO, a direct function of vehicle idling time and, thus, of traffic flow conditions. CO transport is extremely limited; under normal meteorological conditions, CO disperses rapidly with distance from the source. However, under certain extreme meteorological conditions, CO concentrations near a congested roadway or intersection may reach unhealthful levels, affecting local sensitive receptors (e.g., residents, schoolchildren, the elderly, and hospital patients). Typically, high CO concentrations are associated with roadways or intersections operating at unacceptable levels of service or with extremely high traffic volumes. In areas with high ambient background CO concentrations, modeling is recommended to determine a project's effect on local CO levels. At the time of the publishing of the 1993 Handbook, the Basin was designated nonattainment under the CAAQS and NAAQS for CO. With the turnover of older vehicles, introduction of cleaner fuels, and implementation of control technology on industrial facilities, CO concentrations in the Basin and in California have steadily declined. In 2007, the SCAQMD was designated in attainment for CO under both the CAAQS and NAAQS. As identified within SCAQMD's 2003 AQMP and the 1992 Federal Attainment Plan for Carbon Monoxide (1992 CO Plan), peak carbon monoxide concentrations in the Basin were a result of unusual meteorological and topographical conditions and not a result of congestion at a particular intersection. A CO hot spot analysis was conducted at four busy intersections in Los Angeles County at the peak morning and afternoon periods and did not predict a violation of CO standards.12 One of the top four worst intersections in the Basin (i.e., Sunset Boulevard/Highland Avenue)13 is located in the City of Los Angeles, approximately 24 miles southeast of the proposed Project. Since the SCAQMD modeled intersections do not exceed the CO standards, intersections within the proposed Project study area with less volumes of traffic and 12 The four intersections were Long Beach Boulevard/Imperial Highway; Wilshire Boulevard/Veteran Avenue; Sunset Boulevard/Highland Avenue; and La Cienega Boulevard/Century Boulevard. The busiest intersection evaluated (Wilshire Boulevard/Veteran Avenue) had a daily traffic volume of approximately 100,000 vehicles and LOS E in the morning peak hour and LOS F in the evening peak hour. 13 The intersection of Sunset Boulevard/Highland Avenue is within the City of Los Angeles and is used to represent a condition where there is a high volume of traffic during the a.m. and p.m. peak hours to demonstrate that intersections that are below the volume of traffic at this particular intersection, under less severe atmospheric conditions (i.e., where vertical and horizontal air does not mix), would not result in a CO hot spot. 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 44 1 under less extreme conditions would not exceed the CO standards. The Traffic Impact Analysis prepared by Linscott, Law & Greenspan 2019 showed that the highest intersection volumes for the Valley Center Drive/Soledad Canyon Road and Golden Valley Road/Valley Center Drive intersections for the Future with Project Traffic Volumes are predicted to be approximately 5,000 and 4,840 vehicles during the Saturday mid -day peak hour. Within the context of the cumulative impact of all ongoing project development in the area, the highest daily traffic volumes was estimated to be 35,430 vehicles per day as reported in Table 6-1 of the Traffic Impact Analysis (Linscott, Law & Greenspan 2019). The volume of traffic at Project buildout with cumulative projects is much lower than the necessary 100,000 volume to cause an impact related to the CO standard. Buildout of the proposed Project would not produce the volume of traffic, as described above, required to generate a CO hot spot. Therefore, implementation of the proposed Project would not be expected to result in CO hot spots, and impacts would be less than significant. No mitigation is required. AIR QUALITY IMAINAGEIMENT IPLAIN CONSISTENCY A consistency determination plays an essential role in local agency project review by linking local planning and unique individual projects to the air quality plans. A consistency determination fulfills the CEQA goal of fully informing local agency decision -makers of the environmental costs of the project under consideration at a stage early enough to ensure that air quality concerns are addressed. Only new or amended General Plan elements, Specific Plans, and significantly unique projects need to undergo a consistency review due to the air quality plan strategy being based on projections from local General Plans. The AQMP is based on regional growth projections developed by SCAG. As previously stated, the proposed Project is an industrial development occupying 2.26 acres of land and encompassing 144,333 square feet and would therefore be defined as a not regionally significant project under State CEQA Guidelines Section 15206 and does not meet SCAG's Intergovernmental Review criteria. Pursuant to the methodology provided in Chapter 12 of the 1993 SCAQMD CEQA Air Quality Handbook, consistency with the Basin 2016 AQMP is affirmed when a project (1) does not increase the frequency or severity of an air quality standards violation or cause a new violation and (2) is consistent with the growth assumptions in the AQMP. Consistency review is presented as follows: 1. The Project with mitigation measures would result in short-term construction pollutant emissions and operational pollutant emissions that are all less than the CEQA significance emissions thresholds established by SCAQMD. Therefore, the Project would not result in an increase in the frequency or severity of an air quality standards violation and would not cause a new air quality standard violation. 2. The CEQA Air Quality Handbook indicates that consistency with AQMP growth assumptions must be analyzed for new or amended General Plan elements, Specific Plans, and significant projects. Significant projects include airports, electrical generating facilities, petroleum and gas refineries, designation of oil drilling districts, water ports, solid waste disposal sites, and offshore drilling facilities; therefore, the proposed Project is not defined as significant. With respect to the first criterion, Tables I and K show that criteria pollutants during construction and operation of the proposed Project would not have the potential to cause or affect a violation of 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 45 1 the ambient air quality standards. Because the proposed Project would not introduce any substantial stationary sources of emissions, CO is the preferred benchmark pollutant for assessing local area pollutant impacts from post -construction motor vehicle operations. As indicated earlier, no intersections would require a CO hot spot analysis and impacts would be less than significant. Therefore, the proposed Project would not increase the frequency or severity of an existing CO violation or cause or contribute to new CO violations. With respect to the second criterion for determining consistency with AQMP Growth assumptions, the projections in the AQMP for achieving air quality goals are based on assumptions in SCAG's 2016 RTP/SCS regarding population, housing, and growth trends. According to the 2016 RTP/SCS, regional growth forecasts were developed in coordination with local jurisdictions using the most recent land use plans, land use polices, and planning assumptions (SCAG 2016). The Traffic Impact Study (Linscott, Law, & Greenspan, Engineers 2020) concluded that trip generation for the proposed Project would be substantially lower than other potential land uses at the Project site (i.e., fast-food restaurant, grocery store, or pharmacy), which would fall under the existing zoning designation of Community Commercial according to the Land Use Element of the City's General Plan (City of Santa Clarita 2011). Because the Project would generate less vehicle trips than other potential uses that fall under the existing zoning, the Project's trip generation would be no greater than the forecast for the Project site. Therefore, it can be concluded that the proposed Project would be consistent with the projections in the AQMP. GREENHOUSE GAS EMISSIONS This section evaluates potential significant impacts related to GHG that could result from implementation of the proposed Project. Because it is not possible to tie specific GHG emissions to actual changes in climate, this evaluation focuses on the project's emission of GHGs. Mitigation measures are identified as appropriate. Greenhouse Gas Emissions ns Background nd GHG emission estimates are provided herein for informational purposes only; there is no established quantified GHG emissions threshold. Bearing in mind that CEQA does not require "perfection" but instead "adequacy, completeness, and a good faith effort at full disclosure," the analysis below is based on methodologies and information available to the City and the applicant at the time this analysis was prepared. Estimation of GHG emissions in the future does not account for all changes in technology that may reduce such emissions; therefore, the estimates are based on past performance and represent a scenario that is worse than that which is likely to be encountered (after energy -efficient technologies have been implemented). While information is presented below to assist the public and decision -makers in understanding the project's potential contribution to GHG impacts, the information available to the cities is not sufficiently detailed to allow a direct comparison between particular project characteristics and particular climate change impacts, or between any particular proposed mitigation measure and any reduction in climate change impacts. Construction and operation of the Project would generate GHG emissions, with the majority of energy consumption (and associated generation of GHG emissions) occurring during the Project's operation (as opposed to during its construction). Typically, more than 80 percent of the total energy consumption takes place during the use of buildings, and less than 20 percent of energy is 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 46 1 consumed during construction (United Nations Environment Programme 2007). Overall, the following activities associated with the proposed Project could directly or indirectly contribute to the generation of GHG emissions: Construction Activities: During construction of the project, GHGs would be emitted through the operation of construction equipment and from worker, truck, and vendor vehicles, each of which typically uses fossil -based fuels to operate. The combustion of fossil -based fuels creates GHGs (e.g., CO2, CH4, and N2O). Furthermore, CH4 is emitted during the fueling of heavy equipment. Gas, Electricity, and Water Use: Natural gas use results in the emission of two GHGs: CH4 (the major component of natural gas) and CO2 (from the combustion of natural gas). Electricity use can result in GHG production if the electricity is generated by combusting fossil fuel. California's water conveyance system is energy -intensive. Preliminary estimates indicate that the total energy used to pump and treat this water exceeds 6.5 percent of the total electricity used in the State per year (State of California 2008). • Solid Waste Disposal: Solid waste generated by the Project could contribute to GHG emissions in a variety of ways. Landfilling and other methods of disposal use energy for transporting and managing the waste, and they produce additional GHGs to varying degrees. Landfilling, the most common waste management practice, results in the release of CH4 from the anaerobic decomposition of organic materials. CH4 is 25 times more potent a GHG than CO2. However, landfill CH4 can also be a source of energy. In addition, many materials in landfills do not decompose fully, and the carbon that remains is sequestered in the landfill and not released into the atmosphere. • Motor Vehicle Use: Transportation associated with the proposed Project would result in GHG emissions from the combustion of fossil fuels in daily automobile and truck trips. Preliminary guidance from the OPR and recent letters from the Attorney General critical of CEQA documents that have taken different approaches indicate that lead agencies should calculate, or estimate, emissions from vehicular traffic, energy consumption, water conveyance and treatment, waste generation, and construction activities. Cdnsistenc"y wlit'h Greenhouse Gras Reduction Plans Due to the cumulative nature of climate change, the assessment of Project -generated GHG emissions and the effects of global climate change impacts can only be analyzed from a cumulative context. Therefore, the analysis focuses on the Project's incremental contribution of GHG emission to cumulative climate change impacts. The City's adopted CAP defines a local threshold of significance for GHG emissions for project level submittals that trigger review by the CEQA. According to the CAP, a project would be considered consisted with the CAP if it is consistent with the General Plan and zoning ordinance. Projects that require a zone change or General Plan Amendment must demonstrate consistency with the CAP. Because goals, objectives and policies approved under the General Plan are forecast to meet the GHG emission reduction targets mandated by AB 32 and SB 32, development projects that are able to demonstrate consistency with the General Plan and zoning ordinance will by association 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 47 1 demonstrate consistency with the CAP. This threshold of significance is consistent with the SCAQMD's Tier 2 draft threshold noted above and will be the primary threshold of significance for the consistency analysis. As such, if a project can demonstrate consistency with the General Plan and zoning ordinance, then that project would by association be consistent with a City's CAP and result in a less than significant project -level impact. The proposed Project site has a General Plan and zoning designations of Community Commercial (CC). These zones are intended for a major commercial retail development, which is encouraged to create commercial uses adjacent to major arterials. According to the Chapter 17.34.010 of the City's land use zoning code, the CC zoning designation is intended for business providing retail and service uses that primarily serve the local market (City of Santa Clarita 2013). Representative uses include restaurants, clothing stores, hardware and auto parts stores, grocery markets, pharmacies, banks and financial services, specialty retail, theaters and nightclubs, day care centers, and medical services. In accordance to the City's General Plan, these active commercial land uses with the potential of up to 374 employees on -site are typically located along arterial streets or at the intersections of high traffic corridors. The existing CC land uses at the 2.26 acre site could generate up to approximately 4,500 vehicle trips per day, which is estimated in the City's General Plan growth forecast and SCAG's travel demand forecast for the 2016 RTP/SCS. Self -storage facilities are not considered an active commercial use, instead they are considered passive commercial land uses (assuming less than 10 employees). The proposed Project would include the development of a 3-story self —storage facility consisting of 144,333 square feet of commercial uses. The proposed Project at the 2.26 acre site would generate approximately 196 vehicle trips per day. The Project would require a General Plan and Zoning Map Amendment to change the CC land use and zoning classification of the site to Business Park. Thus, the Project would generate a lower GHG emissions due to lower employment counts and vehicle trips than what was accounted for in the SCAG's RTP/SCS and City's CAP, which itself is based on land uses identified in the General Plan. Therefore, because the proposed Project is consistent with the GHG reduction goals in the State Scoping Plan, the proposed Project is by association consistent with the City's CAP. Based on the information provided above, the Project would not conflict with any applicable plan, policy, or regulation adopted for the purpose of reducing the emissions of greenhouse gases and these impacts would be less than significant, and no mitigation is required. Construction GHG IEnnissi ns The proposed Project construction emissions were calculated using CalEEMod Version 2016.3.2. CalEEMod calculates emissions from off -road equipment usage and on -road vehicle travel associated with haul, delivery, and construction worker trips. GHG emissions during construction were forecast based on the proposed construction schedule and applying the mobile source derived from the SCAQMD-recommended CalEEMod. The calculations of the emissions generated during project construction activities reflects the types and quantities of construction equipment that would be used to grade and excavate the Project site, construct the proposed building and related improvements, and plant new landscaping within the Project site. Table M lists the annual GHG emissions for each of the planned construction phases (details are provided in the CalEEMod output in Appendix A). 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 48 1 Tablle M: Begionall Construction Emissions Construction Phase Peak Annual Emissions (MT/yr) Total Emissions per Calendar Year (MT/CO2e) COZ CH,, NZO COZe Site Preparation 3 0.00 0.00 3 464 Grading 32 0.00 0.00 32 Building Construction 415 0.05 0.00 417 Paving 9 0.00 0.00 9 Architectural Coatings 3 0.00 0.00 3 Total Construction Emissions Amortized over 30 years 15 Source: Compiled by LSA (July 2020). Note: Numbers may appear to not sum correctly due to rounding. CH4 = methane MT/CO2e = metric tons of carbon dioxide equivalent CO2 = carbon dioxide MT/yr = metric tons per year CO2e = carbon dioxide equivalent N20 = nitrous oxide Operational GHG IEnnissions Long-term operation of the proposed Project would generate GHG emissions from area and mobile sources and indirect emissions from stationary sources associated with energy consumption. The emission calculations for the proposed Project include credits or reductions for consistency with regulatory requirements set forth in this GHG analysis, such as reductions in energy or water demand (compliance with 2020 CALGreen). The proposed facility would only run air conditioning units when ambient temperature is over 80 degrees and lighting system will be on motion detection sensors. Minimal water usage would be associated with two onsite restrooms. Operational and construction GHG emissions, as shown in Table N, were calculated using CalEEMod (Version 2016.3.2). Based on SCAQMD guidance, construction emissions were amortized over 30 years (a typical project lifetime) and added to the total project operational emissions. Mobile -source emissions of GHGs would include project -generated vehicle trips associated with the project. Area - source emissions would be associated with small activities including landscaping and maintenance of proposed land uses. Increases in stationary -source emissions would also occur at off -site electrical utility providers as a result of demand for electricity by the proposed Project. 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 49 1 Tablle N: Opelratiolnall Greenhouse Gas Emissions Source Pollutant Emissions (MT/yr) Bio-CO2 NBio-CO2 Total CO2 CH,, N20 COZe Construction Emissions Amortized over 30 Years 0 15 15 <0.01 0.00 15 Operational Emissions Area 0.00 <1 <1 <0.01 0 <1 Energy 0.00 148 148 <0.01 <0.01 149 Mobile 0.00 463 463 0.02 0 464 Waste 0.04 0 <1 <0.01 0 <1 Water <0.01 <1 <1 <0.01 0 <1 Total Project Emissions 0.04 626 626 1 0.02 1 0 627 SCAQMD Tier 3 Threshold 3,000 Significant? No Source: Compiled by LSA (July 2020). Bio-CO2 = biologically generated CO2 CH4 = methane CO2 = carbon dioxide CO2e = carbon dioxide equivalent MT/yr = metric tons per year N20 = nitrous oxide NBio-CO2 = non -biologically generated CO2 SCAQMD = South Coast Air Quality Management District For CEQA purposes, the City has discretion to select an appropriate significance criterion, based on substantial evidence. The SCAQMD's adopted numerical threshold of 3,000 MTCO2e per for commercial land uses is selected as the significance criterion that has been supported by substantial evidence during SCAQMD adoption of its interim standards. As shown in Table N, the proposed Project would generate 627 MT CO2e/yr. The project's emissions are less than the SCAQMD Tier 3 threshold of 3,000 MT CO2e/yr for all land use types. Based on this GHG analysis, the proposed Project impacts would be less than significant. Consistency with Applicable GHG Reduction Plans and Policies This section provides a consistency analysis that describes the extent the proposed Project complies with or exceeds performance -based standards included in the regulations outlined in the applicable portions of the Climate Change Scoping Plan, RTP/SCS, and City's CAP. As shown herein, the proposed Project would be consistent with the applicable GHG reduction plans and policies. Chmate Change Scoping Plan The City has established a CAP to achieve the GHG emission reduction goals by 2020 as outlined in AB 32. The goal to reduce emissions to 1990 levels by 2020 (executive order S-3-05) was codified by the Legislature as the 2006 Global Warming Solution Act (AB 32). In 2008, the ARB approved a Climate Change Scoping Plan as required by AB 32. The Climate Change Scoping Plan has a range of GHG reduction actions, which include direct regulations, alternative compliance mechanisms, monetary and non -monetary incentives, voluntary actions, market -based mechanisms, such as a cap -and -trade system, and an AB 32 implementation fee to fund the program. In November 2017, ARB released an Update to the Climate Change Scoping Plan. In the 2017 Update, nine key focus areas were identified: energy, transportation, agriculture, water, waste management, natural and working lands, short-lived climate pollutants, green buildings, and the cap -and -trade program. 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 50 1 As the proposed project would be operational post 2020, the current City's adopted CAP was not utilized for the GHG plan consistency analysis because the City has not yet updated their CAP to be in compliance with the State 2017 Scoping Plan, which includes measures to achieve SB 32 goal of the statewide targets to reduce GHG emissions to 40 percent below 1990 levels by 2030. The 2017 Scoping Plan Update identifies additional GHG reduction measures necessary to achieve the 2030 target. These measures build upon those identified in the first update to the Scoping Plan (2013). Although a number of these measures are currently established as policies and measures, most of the 2017 Scoping Plan measures have not yet been formally proposed or adopted by the City for local discretionary development projects. It is expected that these measures or similar actions to reduce GHG emissions will be adopted as required to achieve Statewide GHG emissions targets. As it currently stands, the applicable building requirements of the 2019 Title 24 Building Energy Efficiency Standards and California Green Building Standards (CALGreen Code) would apply. The California Green Building Standards Code does not prevent a local jurisdiction from adopting a more stringent code as state law provides methods for local enhancements. The Code recognizes that many jurisdictions have developed existing construction and demolition ordinances, and defers to them as the ruling guidance provided they provide a minimum 50-percent diversion requirement. The code also provides exemptions for areas not served by construction and demolition recycling infrastructure. State building code provides the minimum standard that buildings need to meet in order to be certified for occupancy. Enforcement is generally through the local building official. The project would meet the 2017 Scoping Plan requirement as part of its compliance the 2019 Title 24 Building Energy Efficiency Standards and CALGreen Code. As shown in Table N, the proposed Project operation would result in net increase of 600 MT CO2e/yr. The breakdown of emissions by source category shows approximately less than 1 percent from area sources, 32 percent from energy consumption, 66 percent from mobile sources, less than 1 percent from solid waste generations, and less than 1 percent from water supply, treatment, and distribution. The Proposed Project's consistency with the Scoping Plan is analyzed in detail in Table O. T lbll : , c 1ping Ipll in Consistency Ain llysis Scoping Plan Measure (Supporting Measures') Project Consistency Cap -and -Trade Program Not Applicable. These programs involve capping emissions from large-scale electricity generation, industrial facilities, and broad scoped fuels. Caps do not directly affect light industrial or smaller -scale industrial projects. Light -Duty Vehicle Standards (T-1) Not Applicable. This is a Statewide measure establishing vehicle emissions standards. All vehicles traveling to the Project site would be subject to these standards. Energy Efficiency (E-1, E-2, CR-1, CR-2) Consistent. The Project would include a variety of building, water, and solid waste efficiencies consistent with 2019 California Green Building Standards Code requirements. Renewables Portfolio Standard (E-3) Not Applicable. Establishes the minimum Statewide renewable energy mix, which is not specific to the Project. Low Carbon Fuel Standard (T-2) Not Applicable. Establishes reduced carbon intensity of transportation fuels. Regional Transportation -Related GHG Targets (T-3) Not Applicable. This is a Statewide measure and is not within 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 51 1 T lbll : , c 1piing IP11ain Consistency Ainallysis Scoping Plan Measure (Supporting Measures) Project Consistency the purview of the Project. Vehicle Efficiency Measures (T-4) Not Applicable. Identifies measures such as minimum tire - fuel efficiency, lower friction oil, and reduction in air conditioning use. Goods Movement (T-5, T-6) Not Applicable. Identifies measures to improve goods movement efficiencies such as advanced combustion strategies, friction reduction, waste heat recovery, and electrification of accessories. While these measures are yet to be implemented and would be voluntary, the Project would not interfere with their implementation. Million Solar Roofs Program (E-4) Not Applicable. The Million Solar Roofs Program sets a goal for use of solar systems for residential homes throughout the State as a whole. Medium- & Heavy -Duty Vehicles (T-7, T-8) Consistent. Medium- and heavy-duty trucks and trailers hauling materials to and from the proposed self -storage project would be subject to aerodynamic and hybridization requirements as established by the CARB; no feature of the Project would interfere with implementation of these requirements and programs. Industrial Emissions (1-1 through 1-5) Not Applicable. These measures are applicable to large industrial facilities (greater than 500,000 MT CO2e/yr) and other intensive uses such as refineries. High Speed Rail (T-9) Not Applicable. Supports increased mobility choice. Green Building Strategy (GB-1) Consistent. The Project would include a variety of building, water, and solid waste efficiencies consistent with 2019 California Green Building Standards Code requirements. High Global Warming Potential Gases (H-1 through H-7) Not Applicable. The proposed self -storage buildings are not substantial sources of high GWP emissions and would comply with any future changes in air conditioning, fire protection suppressant, and other requirements. Recycling and Waste (RW-1 through RW-3) Consistent. The Project would be required recycle a minimum of 50 percent from construction activities and self - storage operations per State and County requirements. Sustainable Forests (F-1) Not Applicable. The Project is a self -storage facility on an undeveloped open space area. Water (W-1 through W-6 Consistent. The Project would include use of low -flow fixtures and efficient landscaping per State requirements. Agriculture (A-1) Not Applicable. The Project is a self -storage facility on an undeveloped open space area. Source: Compiled by LSA Associates, Inc. (July 2020). Note: 1.. California Air Resources Board, Appendix B Status of Initial Scoping Plan Measures. In summary, the proposed self -storage facility would not conflict with any of the provisions of the Scoping Plan and in fact supports five of the action categories through energy efficiency, water conservation, recycling, and landscaping. 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 52 1 SB 32 Consistency SB 32 requires the State to reduce Statewide GHG emissions to 40 percent below 1990 levels by 2030, a reduction target that was first introduced in Executive Order B-30-15. The new legislation builds upon the AB 32 goal of 1990 levels by 2020 and provides an intermediate goal to achieving Executive Order 5-3-05, which sets a Statewide GHG reduction target of 80 percent below 1990 levels by 2050. According to research conducted by the Lawrence Berkeley National Laboratory and supported by the ARB, California, under its existing and proposed GHG reduction policies, is on track to meet the 2020 reduction targets under AB 32 and could achieve the 2030 goals under SB 32. The research utilized a new, validated model known as the California Lawrence Berkeley National Laboratory (LBNL) GHG Analysis of Policies Spreadsheet (CALGAPS), which simulates GHG and criteria pollutant emissions in California from 2010 to 2050 in accordance to existing and future GHG-reducing policies. The CALGAPS model showed that GHG emissions through 2020 could range from 317 to 415 MTCO2eq per year, "indicating that existing State policies will likely allow California to meet its target [of 2020 levels under AB 32j." CALGAPS also showed that by 2030, emissions could range from 211 to 428 MTCO2e per year, indicating that "even if all modeled policies are not implemented, reductions could be sufficient to reduce emissions 40 percent below the 1990 level [of SB 32j." CALGAPS analyzed emissions through 2050 even though it did not generally account for policies that might be put in place after 2030. Though the research indicated that the emissions would not meet the State's 80 percent reduction goal by 2050, various combinations of policies could allow California's cumulative emissions to remain very low through 2050 (Berkeley Lab 2015). The compliance with the 2019 Title 24 Building Energy Efficiency Standards and CALGreen Code would demonstrates that the proposed self -storage project is consistent with the GHG reduction actions/strategies outlined in the 2017 Scoping Plan. As a result, the Proposed Project would not interfere with the State's implementation of: (i) Executive Order B-30-15 and SB 32's target of reducing Statewide GHG emissions to 40 percent below 1990 levels by 2030 or (ii) Executive Order 5-3-05's target of reducing Statewide GHG emissions to 80 percent below 1990 levels by 2050, as it does not interfere with the State's implementation of GHG reduction plans described in the 2017 Scoping Plan. Regional Transportation PlanlSustainable C'dC"P'bC"P' unities Strategy The SCAG region was home to about 18.3 million people in 2012 and currently includes approximately 5.9 million homes and 7.4 million jobs. By 2040, the integrated growth forecast projects that these figures will increase by 3.8 million people, with nearly 1.5 million more homes and 2.4 million more jobs. The 2016 RTP/SCS is the region's transportation and sustainability investment strategy for protecting and enhancing the region's quality of life and economic prosperity through this period. The 2016 RTP/SCS is also expected to help California reach its GHG reduction goals, with reductions in per capita transportation emissions of 9 percent by 2020 and 16 percent by 2035. In addition, the 2016 RTP/SCS GHG emissions reduction trajectory shows that more aggressive GHG emissions reductions are projected for 2040. The 2016 RTP/SCS would result in an estimated 8 percent decrease in per capita GHG emissions by 2020, 18 percent decrease in per capita GHG emissions by 2035, and 21 percent decrease in per capita GHG emissions by 2040. By meeting and exceeding the SB 375 targets for 2020 and 2035, as well as achieving an approximately 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 53 1 21 percent decrease in per capita GHG emissions by 2040, the 2016 RTP/SCS is expected to fulfill and exceed its portion of SB 375 compliance with respect to meeting the California's GHG emission reduction goals. At the regional level, the 2016 RTP/SCS is an applicable plan adopted for the purpose of reducing GHGs. Generally, projects are consistent with the provisions and general policies of applicable City and regional land use plans and regulations, such as SCAG's SCS, if they are compatible with the general intent of the plans and would not preclude the attainment of their primary goals. Although the proposed Project would require approval of a Zone Code Amendment to allow for the proposed self -storage facility, the proposed Project would generate less population and employment growth than associated with the approved Community Commercial zone for the site. Moreover, the Project would generate fewer vehicle trips to and from the site, which would result in fewer GHG emissions. The proposed Project would also result in fewer GHG emissions due to the nature of the Project as a self -storage use. Therefore, the proposed Project would be consistent with the GHG reduction - related actions and strategies contained in the 2016 RTP/SCS. The Proposed Project's consistency with the RTP/SCS goals is analyzed in detail in Table P. T lbll Ifs: Southeirin Callifoirinia Association of Governments IRTIP/SCS Goalls SCAG Goal Measures Project Consistency Goal 1: Align the plan investments and policies with Not Applicable: This is not a project -specific policy and is improving regional economic development and therefore not applicable for the commercial land uses. competitiveness. Goal 2: Maximize mobility and accessibility for all Consistent: Improvements to the transportation network in people and goods in the region. Santa Clarita are developed and maintained to meet the needs of local and regional transportation and to ensure efficient mobility. A number of regional and local plans and programs are used to guide development and maintenance of transportation networks, including but not limited to: • Los Angeles County Congestion Management Program - Metro • Caltrans Traffic Impact Studies Guidelines • Caltrans Highway Capacity Manual • SCAG RTP/SCS Goal 3: Ensure travel safety and reliability for all people Consistent: All modes of transit in Santa Clarita are required and goods in the region. to follow safety standards set by corresponding regulatory documents. Pedestrian walkways and bicycle routes must follow safety precautions and standards established by local (e.g., City of Santa Clarita, County of Los Angeles) and regional (e.g., SCAG, Caltrans) agencies. Roadways for motorists must follow safety standards established for the local and regional plans. Goal 4: Preserve and ensure a sustainable regional Consistent: All new roadway developments and transportation system. improvements to the existing transportation network must be assessed with some level of traffic analysis (e.g., traffic assessments, traffic impact studies) to determine how the developments would impact existing traffic capacities and to determine the needs for improving future traffic capacities. 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 54 1 T IbII Ifs: Southeirin Callifoirinia Association of Governments IRTIP/SCS Goalls SCAG Goal Measures Project Consistency Goal 5: Maximize the productivity of our transportation Consistent: The local and regional transportation system system. would be improved and maintained to encourage efficiency and productivity. The City's Public Works and Utility Department oversees the improvement and maintenance of all aspects of the public right-of-way on an as needed basis. The City also strives to maximize productivity of the region's public transportation system (e.g., bus, bicycle) for residents, visitors, and workers coming into and out of Santa Clarita. Goal 6: Protect the environment and health of our Consistent: The reduction of energy use, improvement of air residents by improving air quality and encouraging quality, and promotion of more environmentally sustainable active transportation (non -motorized transportation, development are encouraged through the development of such as bicycling and walking). alternative transportation methods, green design techniques for buildings, and other energy reducing techniques. For example, development projects are required to comply with the provisions of the California Building and Energy Efficiency Standards and the Green Building Standards Code (CALGreen). The City also strives to maximize the protection of the environment and improvement of air quality by encouraging and improving the use of the region's public transportation system (e.g., bus, bicycle) for residents, visitors, and workers coming into and out of Santa Clarita. Goal 7: Actively encourage and create incentives for Not Applicable: This is not a project -specific policy and is energy efficiency, where possible. therefore not applicable Goal 8: Encourage land use and growth patterns that Consistent: See response to RTP/SCS Goal 6. facilitate transit and non -motorized transportation. Goal 9: Maximize the security of our transportation Consistent: The City of Santa Clarita monitors existing and system through improved system monitoring, rapid newly constructed roadways and transit routes to determine recovery planning, and coordination with other security the adequacy and safety of these systems. Other local and agencies. regional agencies (e.g., Los Angeles County Metro Transportation Authority, Caltrans, SCAG) work with the City to manage these systems. Security situations involving roadways and evacuations would be addressed in the County of Los Angeles' emergency management protocols (e.g., the Los Angeles County Emergency Management Division's Emergency Operations Center) developed in accordance with the state and federal mandated emergency management regulations. Source: Compiled by LSA Associates, Inc. (July 2020). SCAG = Southern California Association of Governments RTP/SCS = Regional Transportation Plan/Sustainable Communities Strategy CALGreen = California Green Building Standards Code Implementing SCAG's RTP/SCS will greatly reduce the regional GHG emissions from transportation, helping to achieve statewide emission reduction targets. As shown, the Proposed Project would in no way conflict with the stated goals of the RTP/SCS; therefore, the Proposed Project would not interfere with SCAG's ability to achieve the region's year 2020 and post-2020 mobile source GHG 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Quality\Revised Act GHG Memo-7-17-2020_Clean.docx,, 55 1 reduction targets outlined in the 2016 RTP/SCS, and it can be assumed that regional mobile emissions will decrease in line with the goals of the RTP/SCS. City of'Santo Clarito Climate Action Plan (CAP) As discussed above, the CAP sets a threshold of significance for GHG emissions for CEQA projects. As detailed in the previous section, the project would be consistent with City's CAP emission reduction strategies and applicable State regulations. The proposed Project would comply with performance - based standards included in the Green Building Code (e.g., 2020 Building Energy Efficiency Standards). The Project would also be consistent with the GHG reduction goals of the CAP. Table Q, Project Consistency with Applicable GHG Policies of the General Plan, illustrates that the project would be consistent with the City's General Plan. Because the CAP is only certified through 2020 this consistency analysis is provided for information only and is not relied upon for determination of significance. T lhll : lPir j ct Consistency with Aplpllicalblle GHG lP llici 5 of the G ineir ll IP11ain Objective/Policy Project Consistency Objective CO 8.1: Comply with the requirements of State law, including AB 32, SB 375 and implementing regulations, to reach targeted reductions of greenhouse gas (GHG) emissions. Policy CO 8.1.1: Create and adopt a Climate Action Plan Consistent. The City published its Climate Action Plan in within 18 months of the OVOV adoption date of the August 2012. As shown above, the project would be City's General Plan Update that meets State consistent with the GHG reduction measures and design requirements. features recommended in the City's adopted CAP. Specifically, the project would reduce its associated GHG emissions by 12.1% below the business -as -usual scenario defined in the City's CAP. This reduction is consistent with the overall reduction expected in the CAP. Objective CO 8.3: Encourage the following green building and sustainable development practices on private development projects, to the extent reasonable and feasible. Policy CO 8.3.2: Promote construction of energy Consistent. The project will be built to meet and exceed the efficient buildings through requirements for LEED State's 2016 Green Building Standards (CALGreen Code). certification or through comparable alternative requirements as adopted by local ordinance. Policy CO 8.3.5: Encourage on -site solar generation of Consistent. The project will include solar paneling on the electricity in new retail and office commercial buildings highest point of the 3-story main hotel building. and associated parking lots, carports, and garages, in concert with other significant energy conservation efforts. Policy CO 8.3.7: Encourage the use of trees and Consistent. The project will include trees and landscaping landscaping to reduce heating and cooling energy loads, that would provide shade to reduce heating and cooling through shading of buildings and parking lots. energy loads. Policy CO 8.3.8: Encourage energy -conserving heating Consistent. The project will include energy efficient and cooling systems and appliances, and energy- appliances and high -efficiency lighting. The Project will be efficiency in windows and insulation, in all new built to meet and exceed the State's 2019 Green Building construction. Standards (CALGreen Code). Policy CO 8.3.9: Limit excessive lighting levels, and Consistent. The project will include high -efficiency lighting encourage a reduction of lighting when businesses are and outdoor lighting would be used minimally to illuminate closed to a level required for security. the project site for safety and security. Source: Compiled by LSA Associates, Inc. (July 2020) and City of Santa Clarita Climate Action Plan August 2012. 7/17/20 uU:\HRP1901-Santa Clanta Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 56 1 In summary, the regulatory compliance analysis provided above demonstrates that the proposed Project would comply with the regulations and reduction goals outlined in the 2017 Climate Change Scoping Plan, 2016-2040 RTP/SCS, and the City's CAP. Therefore, the project would not conflict with an applicable GHG reduction plan. Impacts would be less than significant, and no mitigation is required. In analyzing cumulative impacts from a proposed Project, the analysis must specifically evaluate a project's contribution to the cumulative increase in pollutants for which the Basin is listed as nonattainment for the State and federal ambient air quality standards. The proposed Project would have a cumulatively considerable impact if project -generated emissions would exceed thresholds for NOx, VOC, PM10, and/or PM2.5. If the proposed Project does not exceed thresholds and is determined to have less than significant project -specific impacts, it may still have a cumulatively considerable impact on air quality and GHG if the emissions from the project, in combination with emissions from other proposed or reasonably foreseeable future projects, are in excess of established thresholds. However, the proposed Project would be considered to have a cumulative impact only if its contribution accounts for a significant portion of the cumulative total emissions. Background ambient air quality, as measured at the monitoring stations maintained and operated by SCAQMD, measures the concentrations of pollutants from existing sources; therefore, past and present project impacts are included in the background ambient air quality data. The geographic extent for the analysis of cumulative impacts related to air quality includes the central area of the South Coast Air Basin. Due to the nonattainment status of the Basin, the primary air pollutants of concern would be NOx and VOCs, which are ozone precursors, and PM10 and PM2.5• Project -related NOx and VOCs are primarily emitted from motor vehicles and construction equipment, while PM10 and PM2.5 are emitted primarily as fugitive dust during construction. Because of the nature of ozone as a regional air pollutant, emissions from the entire geographic area for this cumulative impact analysis would tend to be important, although maximum ozone impacts generally occur downwind of the area in which the ozone precursors are released. PM10 and PM2.5 impacts, on the other hand, would tend to occur locally; thus, projects occurring in the same general area and in the same time period would tend to create cumulative air quality impacts. The Project would contribute criteria pollutants to the area during project construction. A number of individual projects in the area may be under construction simultaneously with the proposed Project. Depending on construction schedules and actual implementation of projects in the area, generation of fugitive dust and pollutant emissions during construction could result in substantial short-term increases in air pollutants. However, each project would be required to comply with the SCAQMD's standard construction measures. The proposed Project's short-term construction CO, NO2, PM10 and PM2.5 emissions would not exceed the LSTs. Therefore, construction of the proposed Project would have a less than significant impact with regard to regional and localized emissions and impacts would not be cumulatively considerable. 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 57 1 As climate change impacts are cumulative in nature, no typical single project can result in emissions of such a magnitude that it, in and by itself, would be significant on a project basis. The proposed Project comply with performance -based standards included in the Green Building Code (e.g., 2020 Building Energy Efficiency Standards). As GHG emissions would not exceed the SCAQMD Tier 3 numerical screening threshold, the proposed Project would result in a less than significant cumulative impact related to GHG emissions. The proposed Project's GHG reduction measures make the proposed Project consistent with AB 32, 2016 RTP/SCS, and City's CAP. Therefore, the proposed Project would not conflict with any applicable plan, policy, or regulation of an agency adopted for the purpose of reducing the GHG emissions. Given this consistency, it is concluded that the proposed Project's impacts are not cumulatively considerable. 7/17/20 uU:\HRP1901-Santa Clarita Self-Storage\Air Qua lity\Revised AQ GHG Memo-7-17-2020_Clean.dow, 58 1 CONCLUSION Based on the analysis presented above, construction of the proposed Project would not result in the generation of criteria air pollutants that would exceed SCAQMD thresholds of significance. In addition, operational emissions associated with the proposed Project would not exceed SCAQMD established significance thresholds for ROG, NO, PM10, or PM2.5 emissions. The proposed Project would not result in a cumulatively considerable contribution to regional air quality impacts. In addition, the proposed Project is not expected to produce significant emissions that would affect nearby sensitive receptors. The proposed Project would also not result in objectionable odors affecting a substantial number of people. GHG emissions released during operation of the Project are estimated to be lower than significance thresholds, and therefore, the proposed Project's GHG emissions would not be considered a significant impact. In addition, the proposed Project would be consistent with the City's CAP, including the compliance with the 2020 California Building Standards Code, and would be consistent with State goals detailed in AB 32 and SB 32. 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U:\HRP1901-Santa Clarita Self-Storage\Air Quality\Revised AQ GHG Memo-7-17-2020_Clean.dou u07/17/20,, AIR QUALITY AND GREENHOUSE GAS ANALYSIS SANTA CLARITA SELF -STORAGE PROJECT JULY 2020 SANTA CLARITA, CALIFORNIA SA IIIIIIII .................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................. Air Quality Data. Website: https://www.epa.gov/outdoor-air-quality-data, accessed August 2019. Nonattainment Areas for Criteria Pollutants (Green Book). Website: https://www.epa.gov/ green -book, accessed August 2019. U:\HRP1901-Santa Clarita Self-Storage\Air Quality\Revised AQ GHG Memo-7-17-2020_Clean.docx u07/17/20,, AIR QUALITY AND GREENHOUSE GAS ANALYSIS SANTA CLARITA SELF -STORAGE PROJECT JULY 2020 SANTA CLARITA, CALIFORNIA SA IIIIIIII ATTACHMENT FIGUFIES 1-2 Figure 1: Project Location and Vicinity Figure 2: Site Plan U:\HRP1901-Santa Clarita Self-Storage\Air Quality\Revised AQ GHG Memo-7-17-2020_Clean.docx u07/17/20,, . 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C) ;cl 0 m 0 co jO 10 j u) 1co c0 O I O I O 1- O a~ o to I 1 1 O to I 1 1 mLo 0 in u> ca O O 0 N N L 20 wa o ' O 1 ' 0 1 cM O O 0 Ooi Io 1 1 ' 0 1 Io 1 1 1 Ooi 1 l0 N rn t. o)2 L '0 '0 u LLa Co 1 1 1 0 1 1 1 u) ' O ' r N IL~ N Co � 'O 1 1 1 1 0 ' O 'O 1 1 1 1 0 ' 0 V N N O r � N 1 1 O 0 0 O X d W ca O O Lo 1 1 0 1 1 00 ' 1 0 1 O 1 I Co_ ' r O �Co 0 O O O O ' O ' r N N LL 1 1 1 0 1 1 ' O N 4m O Co 0 1 1 1 1 Io ' '0 1 0 Ir 1 1 1CCo ' 'Cli O O o U ID L �o 1 1 '0 �o 1 1 'N cc M 10 ' IM ' Coo O Z M o)1 O 1 1 0 ' O O 1 1 1 ' It C� � Co N o O 6] O .............. m C 10 . O 10 . Y N f0 O = ; � oO F U N 0 O 0 r 0 r 0 U O .0 C . N 1 i N O N Z , , 1 1 U ; O o T f0 m 1 r 00 N r C) D t0 O ' ~ 1 ' o M O ' m O] ' (3) Z Ir N O O O b O o m . O I N IN o rn ,O_ N O ~ Lq I W M a I IO 1 O 1 Ln 0 ' N n u> N N uo .0 T Ita O ' W CO W it O O 1 N 1 ' o > In N N 'o)2 ' z) LL ' 1 1 N 1 Co O r _ 2 O ~ o) O1 ' 6 ' Q1 IL N O 1 0 Co O , M Co K9 L O ' O1 C) la T O O O f0 , 1 _� N INf) a 1 N 4m N LL 1 1 N O O O ;N N U) O ' 1 O 1 1d O O O 'ID o ' M M O Z Ir , N N 1 O , N 1 1 r N O N N O 1 W 1 r m o CO O Y N a. > N O t0 U O LL ; 7 LO N 0 N O N r S>_ S_ O U (6 O U O CO N C O Q 0 (3) 1 0) O U a_ O O a_ O 0) s_ O CO CO U c� c CO N M O N O 75 W (10 U c T- O N N 1 > O 7 W W (6 U M of . O N N W "t O ; 00 ' r? O O 1 1 O 1 1 1 1 Z rn 1 1 1 1 1 Io 1 1 1 1 1 1 , m 1 co UID. 'O ICDo co T N Q — O O1 1- 'o 1 1 1 1 0 '� 1 M 1 1_ 1 Lo o N O a O O '� I N 'N O Lo O f0 cM a O1 1 1 1 0 1 1 N O a M Lo ' ' N a 0 O 0] � 'O 1 'O 1 Z o) .. . . N O U 0 m ,O _ 0 M j O 10 j u7 10 c0 c\l2 O I O I O O d~ O 1` 10 I 1 1 O 10 I 1 1 C in u> uo O Oti) 0 N L T2 W a O o ' O 1 0 ' 0 1 M O W O C 6oi 1 1 1 ' 0 1 1 1 1 1 6oi 1 l0 N rn t. O)T2 L ' O ' O N') LLa 0 O 1 1 1 0 ,O 1 1 1 ,� _0 f0 u) M 2 O O7 ' O ' N d~ N w rn ' O 1 1 1 Io Io ' O 1 1 1 1 a) Iov N Mp r` rn m� O 1 1 p 0 0 O X d Wca � L — O O Lo 1 10 1 1 1 00 'o 1 0 16 1 1 1 co C p co o� 0 OLL z) N 1 1 1 0 1 1 ' O N 4m O 00 9 co 0 1 1 1 1 1 O ' '0 1 0 1 1 1 1 W ' oi 'r O O co ICJ o U ID �o 1 1 ' �o 1 1 ' Cc M 0 10 ' N IM ' coO O Z M rn O 1 1 1 0 ' O O 1 1 1 ' It C� � m N O rn O .............. m ,o O ,o Y N m = ;> oO F U N O N 1 C O V m N C O U c m o i M M N 00 uo 00 Lo O M M N N O z v = 0 0 v U v T O O ca 7o S - - -- Lo c\l O Lo U rnco 0 Lo co co COS N N FO- N LO N N Lc) O co M U rn rn O co co m N N Z N N ;C4 m Lq N 0 co co 1` 1` a~ O o Lo N N T co 1- co= h w d O C aD Lo N O)� LLa co M o W W a~ O o co No cn m� L W CO W a O C ca � s ---- �o ME LLa O� N O N Lo N U) O O O O O N N Lq w v Lo v Lo X 1` 0 O cm O O It � o 0 N N O O d 0-1 0 O ~ U O 7 LO N 0 N O N 0 S>_ S_ O U (6 O U _c O CO N C O Q 0 (3) 1 0) O U a_ O O a_ O 0) s_ O CO O CO U c CO N M O N N O p N O 1 75 _ W (6 C) U c N O = U) O m U > 0 _ 0 7 W (10 W m U "t of N N d � O U 00 0 o :rn M 1 rn 1 ,= O 1 1 1 1 Z o 0 1 1 1 1 'co ' uo '0 1 1 1 1 '� ' N 'o v = m c0 U T N O 0 O O 1 o O 1 O O N O M M o 00 �1 M. �Lo , co. OR �N 0 o p ;o ;co c0 H O 1 1c , ,It 1 , - u , co O M U o ,M M. ,� cq a N O pj o O O ' (N M ' Z D1 D1 N 0 0 m Iq O ' co ' Lo 2 O 0 O ID I O ID I N cn M a~ o 0 to I 1 1 m to I 1 1 m 0 f� lD rn N N 0 1 0 M 1 0 M M = 2 a 0 I CD 0 I N O O C w O 1 C D 1 1 'N 1 1 1` 1 1 'N 1 >Cn N O t. O)T2 O ' 0 ' N M LL 0 O 1 ,ct ' N 1 ,M ' W 0 o O O o O 'N 'D1 N a~ o 0 0 '0 1 1 1 0 M '0 1 1 0 Cl)LT2 M 0 D 00 10 O ICD O O xa w � _� 0 O ,moo 1 CDca 1 1 �Co 1 1 > O .�� 00 1 N 1 aN o- LLa O 1 1 ' O ' O N O U)0 0 O 0 ' 0 , Lo 0 1 co, 1 1 ' V ' U')' 'rn ' 0 0 , Cl?0 1 D] 1 1 ' co 0 'N O O coO U 0 o 00 O �o 1 ' t D1 ' ice' 1 ,� ' co, ' v x co � Z 0 O O O N co 1 ' U') 1 7 N O 1 ' co 1 Lo M (� M cm u7 O 0 ............. m C � 0 O �d 0 Y O N m = ;> oO F U M M 0) O) N 00 uo 00 Lo O M M N N O z v S o Lo 0 Lc) U V a T O O ca 7o _Q - - -- Lo c\l O Lo U M. rn f0 co Lo co co Lf) c0 16 N N F- N N NLo Lo O � � o co n co uo m N N Z N N N O O O b O O m o co 0 Lq N 0 co a~ 0 0 Lo N N T co 1- co= 1-- w d O C N ,O N O)� LLa co M O W W a~ 0 0 Noco cn Dca _ C1 W X d w o 0 ca � s ---- � O O) � LLa O� N O N Lo N U) O O O O O N N Lq w v v x r OZ o 0 CD O ,It a O O N N O O d l0 O ~ U O W LO CD N O N r 0 S>_ C O U (6 O U .c O CO , _O N C O Q 0 (3) 1 0) O U a_ O O a_ O 0) N _O CO CO U c CO N M O N N O p N O 1 75 _ ui W O (6 Ci U c N O = U) O m U > 0 _ O 7 W W (10 W M U "t of N N d � O U o o V o :rn :M M u) 1 rn 1 O 1 1 1 1 Z o O 1 1 1 1 1 co ' u) 'o 1 1 1 1 , ' N 'o V = m c0 U T N O o O O 1� O 1 O O N p M M o 0o �� , o �-o , co. N 0 o p ;o ;c c0 H O 1 1 co , d 1 , , co O M U o ,M ,� OR a N O pj o O co O ' (N M ' cc Z CA o) N O U 0 m O ' co ' u) 2 O 0 O ID I O ID I N cn M a~ o O to I 1 1 to I 1 1 0 f� lD rn N N O ' 0 M ' o M M = 2 a o O I CD CD O I N O O C w 00 1 C D 1 1 'N ' I r- 1 1 'I- ' >'O Y N p O)T2 O ' O ' N M LLa o O o :o 1 ,ct ' N :o 1 ,M ' 0 O o O O O 'N co 'CA O N al' o O O 'o 1 1 10 M 'o 1 1 N 10 Cl)LT2 (p p O CO 0 1-0 O IID O 0 O x d w � _� O o , a] 1 CDca 1 1 1 W 1 1 N > O .�� 0 0 1 N 1 � Q1 LLa o o 1 1 ' O ' O N O O O 0 O ' O , u) O 1 co 1 1 I V ' u) 'a) ' 0 O , M 0 1 o) 1 1 I co co ' O 'N O O coO U O o 00 o �o 1 rn , t ' 'N ice' 1 , Cl) 'w 'N v O co I` Z O O o o M 1 W 7 O 1 I � u) M (� M � O O .. 0 � 1 0 1 .. O �v 1 0 1 .. Y O N ca = ;> oO F U N O N 1 a N N L O Lc)N N O O N d 0 N v U o r"L 1 O i N , Z , 1 , _ U LO; T o o CO O O 1 N O O — 1 c) +- cc)) 0� or _m H 1 0---;---- O O U , o_ o� ' or D] ' ' r" Z , N O U 0 m ' O Lq oo N O M ' u) I O M u) a~ o to I 1 0 n u) 1 O N , O � L T LO ija 1 ) 1 .. 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D)T2 0 ' 0 ' O O LLa 0 0 1 1 10 ,0 1 1 10 ,rn 0 O rn o 00 �00 :12 m a1- 0 1 1 1 Io ' 1 1 1 1m ' Cl)O n0 r w C,L� N O 0 o 10 O 1Lo0 „)O (I0 x d Wca L 0 O 1 1 1 1 ' O I Cl) 1 r 1 1 ' 1- M r > 0 r� � .� Oo 00 cD t2 LLa o O'O' 00 1 1 1 1 O � Cl) N O O O U) 0 Io ICD O t O 0 O 1 1 1 ' O '0 I r 1 1 ' N '� O N U 0 0 Io 1� Lo Lo o o 0 �o 1 1 'o '0 ' �o 1 1 'Co 'v ' 0 x O Co v Z 0 O O O 0 O 1 1 1 O O 0 O 1 1 1 LLi O O LL7 O O � 1 0 . O 1 0 . Y O N ;; o F U N :rn O rn O N O O Cl) 6 O . O W . N 1 i W N O N Z , , 1 1 'rn v rn U T f0 O 'o O 1 r O 1 Co 0 O N O co U m o �v o v O 0 Co Co ~ ' 1 IW O W 0 ,N N z , N O U 0 m C) ' O N Lq N O � ~ 1 IO0i O O O IL O 1 10 1 O 1 r O ' 0) 0 M Lo N N T N = ija O 1 1 ' n N .. 1- 1.L ' 1 1 C) Ir o ' rn rn 20 o 'o O a1- 1 1 o �v O ' O �0 L v O x a T f0 L O O , 1 ; O (D O IL 1.L1- 1 1 1 N W O U) , O) C)r O co 1� 1 N 1 � � 1 Co. 1 1 r 1 'ro ' N ' �O N OU co x O Co N Z LLi 1 � r N ' C) Uy O 1 � N ID 1 O 0 O ,It 1 .. 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N 0 m ,O_ O O j0 1O j W 'LO co 20 0 F- O 10 10 Lc) O d O O 10 I 1 10 10 I 1 1 ) C n1O w N N C)' O' O CI)O O M O .x T w a O C)1 10 0 1 1 1 r 1d, C)O I r 1 1 1LO r N t. 0)2 O ' O ' O Lc) O LLa O O 1 1 Io ,O 1 1 I D ,r O m rn O oo Oo 1 a1- O 1 1 1 Io 1 1 1 1m CI)O AO r w C,1 N C)' C)' C) 11 1 zt O .46 xd Wca � _� O 1� 1 1 1 ' O 1 � 1 r 1 1 ' O Uf r 0 > 0 .�E C) C) 1 ] Q1 LLa C) O O 1 1 ' O O 1 1 ' O 0 O N O O M O C1C C)'O C)' 1 1 1 C)' 10 1C 1 r 1 1 'cD N IID CO O W N U O o o C) o 1 1 'o C) ' �o 1 1 'LO 'LO ' m 0 x O LO LO LO Z O O O O O O 1 1 1 0 O O O 1 1 I r W O O r c0 a T O O O C 1 0 1 0 O 1 0 1 0 Y O O N m = ;> ° F U O1 C)0 N O O 6co O . o w . N 1 i co N O N Z , , 1 1 'rn v rn U T f0 O 'o O 1 r O 1 co 0 O N O c0 U o �v O v p O O co co ~ ' 1 1w O W 0 ,N N z , N O O 0 0 O O m .o o ' O 0 M Lq N 0 � 1 I0) O O O a~ 0 10 I 1 O 1r O ' 0) ' 0 M 10 N N T 4m = ija O O 1 1 ' O n N .. 1- 1.L ' 1 1 C)Ir o ' rn O rn 20 O 'O O a1- 1 1 o �v O ' O �0 L v O lx a T f0 O O , ; O � O IL 1.L1- 1 1 1 N W O U) , O) C)r co 1�0 1 N 1 � � ' co 1 1 r 1 'ro 'N ' �O N O co x O m N Z Lq 1 1 r N ' Uy cm O 1� � 1 O 0 ,It 1 O) C O 6 O � m P 3 U o m - F U E ;O a` W LO N O N O N 0 O U (6 O U O CO _O N C O Q 0 (3) 1 0) O U a_ O O W O 0) s_ O CO ''�^ vJ U c� c CO N M O N N C N O 1 u W = W U O c U 0 U > 'a v O 7 ui W V L (10 Q U cc M 0 :o co co 0 0 :0 U 0 0 1 _C2 1 O 1 1 1 1 Z 0 0 1 1 1 1 1 'o '0 1 1 1 1 1 'o 'oo v = 0 Oo U 00 9 ID 0 O T N O O 1 0 1 1 1 1 0 I CO 1 U� 1 1 I N M N7 N O r N U O O ; N N f0 p O O W F- O 1 1 0 1 I N N O N 0 0 0 N N p] O �0 �v W Z N O U 0 m Lam_ O 0 j0 10 j W co O 20 O 10 10 O aF- o o 10 1 l 0 10 1 1 ) 0 n w Co mN 0 l0 IOM 0 cc O L T2 w a O 0 1 1 0 1 0 1 1 1 I r 1 d, O I r 1 1 1LO � O r N t. 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N 1 1 1 N O z ; 1 1 �ID w v m to ; O O T t0 O 1 Cl) W N M co C) H O M � N ---ICO -- W N N- O M CO ; O ' N ' cm N m z Cl) M N O U 0 m j t` LO LO LO _ N O a~ I W o to 1 O 1 ` ' LO 0 n to Lc) ca = T2 O Ita O ' tD t0 W it O O 1 co 1 C to Y N co LLa o 1 C) 1 rn rn 'o o N rn 20 N IL f- 1 1 O 1 6] N O to tcp� O 'O ' O L a O O O O lL T t0 L 1 1 > 0O O co 1 U� D IL 1 LL 1 1 ' V N a O ; N N In O ' O 'rn O O O 't rn a U ' r` to 1 � 1 0 o'� co z 1 N N 1 � 1 00 v �t 1 U,) 1 � o LO m Q-, o ca U ;O U- 7 N CD N O N r 0 N 4- O 0) (6 a_ N M CD O 75 W W (6 U c O U) s_ \(3) O 75 W W (6 U N 0 N 1 C O L A� A i 0- U) N M N 0 0 O . 0 0 r co r O O 1 1 O 1 1 1 1 Z o 0 1 1 1 1 1 'o 1 0 1 1 1 1 1 'o ' 0 0 v = 0 cc U m O 000 T f0 O O 1 1 1 10 I N 1 1 1 N N O t0 U p o 0 l0 ' 0 to ' 0 0 F- 0 O 1 0 1 1 10 I r 1 1 1 N O t0 U O 00 O lO 'C) to 0 0] O ' 0 ' r Z ................ 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LLa o O o �o 1 1 10 'o �0 1 1 Ir 'rn 0 O0 M O a~ C) o O oo C) 'o 1 1 1 10 to ' 'O 'o 1 1 1 1a) 'C)C) l o C)O O 0 AO T2 a)mr ca O = X d O O O 1 0 I N O N O Wca � _� O 1 1 1 'O 1 1 1 1 'O0i 1 >0 4m O ' C)' O O Z) LLa o O C); �o 1 1 ' O C); �0 1 1 ' O o O 0 N O O cc O O 0 O C)1 C)1 O 0 1 1 0 ' O r 1 1 :N ' N O N N cm U C)' o O C)' C)' �o 1 1 ' O C)' Cl) �o 1 1 ' M N ' M 0 OX M N Z o O 1 1 'o O O 1 1 'v Cl) O C� 0 v M O O .............. m C 1 0 O 1 0 ) 0 N m U O = ;> 0 N 0 N 1 C L 'L' y O N O O O C) r 0 r 0 U O ;o C ' N 1 i N O N Z 1 1 1 1 ' V LO Lc) U ;o 0 T f0 O 1 r OO N r D t0 m o 'o'It (n o F- o 'c 1 r rn N O 'o) It M o 'rn m ' rn 1 r N O U ImZ 0 N j u7 ' � In - N 0 ~ W ItN Cl? I W N a co I o I 1 O 1 Lo O I N v n u> N uo N L 2 O ' W CO w a O O 1 M ' C > In N M .. M2 co Cl)W 1 co M LL d r 1 co ID ri co O I- m ' 6 ' 1fJ a ro O 1 1 o �Lco o lc) D� � L O w a T O O O f0 1 ME cD ro 1 tG m LL a ID 1 ' N O O O ;N N In O ' O 1 1 1d O O a O 'ro ' m U r` M O Z ;U-) 1 N N to 1 N 1 1 r N 0 N N O 1 W 1 r O CO O Y N a 10 O -- U LL ;O 7 N CD N O N r 0 N M O N O 75 W (10 U c O U) s_ O O 75 W W (6 U a) E E CO C O U O U L O CO 1 _a) a) O7 C Q U) O J 1 U O O a_ a) CO 4L ''a)^ vJ U S_ CO N 0 N N �00 'O) M r ON 0 co cc rn 1 r 1 rn O 1 1 1 1 Z co 1 1 1 1 1 1O 'o 1 1 1 1 1 1m 'C)o O m _ U o �o �rl)o tp T N Q 1 1 1 1 O 1 M 1 1 0 1 0 N O a 1T O N O �O �O� r O) N f0 0 I� 10 I M r W H O) 1 1 1 1O 1 1 r 1 O 1 O) C\l O a rn U O , ,Oo ,r` ,� O) N C)N 1 1 cc Z ....! ....! r .... C) N 0 6 m Ln_ 0 0) O)Cl) j0 10 jLO 10Cl) a O C\l2- ~ cD I O I O 1D a o Cl) to I 1 1 C) to I 1 1 0 0 N iL0 N 0 L T2 a C)' 0 O 1 0 , 0 1 Cl?C)W O Oo) 1 1 1 ' O 1 1 co0 1 1 ID 1 0)) 1 10 N N rn .. O)T2 LO ' O ' O U' LLa 0 0) �0 1 1 p �0 1 1 0 _O N ~ It 1 1 1 'O 1 1 1 'O It4m N O Cl) Nr 0)) C)1 1 C 1 C)C)X 0 O d W ca � L O C)1 LO 1 0 1 1 00 1 0 1 O 1 1 I co_ ' r O � O co O)� C)' O O 'O 'r r N �O �o N LLa 0)) 1 1 'O 1 1 1 'O 1 Cl) N U) , ,� OOO C O ON ' O 1 1 1 1 1 8) 'O ' 1 r 1 1 1 I NO 'v O O a w U N �0 1 1 1 O ' �0 1 1 1 M r, OW CO Z O Cl) ID U')' C)' 1 O , 1 1 1 O C)' C)� 1 O , 1 1 1 N It O M 0 4m C) T O O .............. C 1 0 O 1 0 0 N O = ; � 0O F U O C)N O O C) r C) r 0 U O :o 0 � N 1 i N O N Z , , 1 1 1LO V Lc) U �0 0 T f0 L 1 r OO N r C) D t0 N ' O O a 0 ~ ' O ,� 1 Q7 U 'Oo)� M� O ' m O) ' C) Z 1 r N O O O b O O m 0 I d IN 0 rn ,O_ N O LO I W M a I 1 O 1 LO O , N N iL0 N Lo N L T2 O ' W c0 W it O O 1 N 1 ' C > to N N .. O) T2 LO ' 1f) 1- 1.L ' 1 1 N 1 co , O _O 0Lo O r _ O f- o) � O) ' O) ' C) IL N O 1 0 co M co L O lL a T O O O f0 L , 1 L Lc) ma ; N rn N LL 1 1 1 N O O O N N U) O ' 1 O 1 1d O O a O 'ID m i0 ' U-) 0 M O Z 1r , N N 1 O , N 1 1 r N O N N T O 1 co 1 r O O c0 O Y N LL. > 0 O t0 U O LL ; W N 0 N O N r N 4— O (N r- 0) (6 W N M O N O 75 W W (6 U c O U) m O 75 W W (6 U N 0 N 1 c L 'L' M AC N (N N 'O 'O) M r O1` p Cl) cc O) 1 r 1 M O 1 1 1 1 Z co 1 1 1 1 1 1O 'o 1 1 1 1 1 1m 'C)o O m _ U o �o �r0)o tp T N Q ` 1 1 1 1 O 1 M 1 I Cl-) 1 t` 0 N O O N 0 :N 1` �� r O) N f0 0IM r W H O) ` 1 1 1 1 O 1 1 r 1 p 1 t` O) N--------�---- O a� O N ,N ,.0 ,m Q1 N lb O 1` ' p 1 I M 1 cc Z O .... . .... . ... . IT N O U 0 m ,O_ 0 0) O) j0 10 jLO a O C\l O Cl)2 0 I O Cl)10 I O O d~ O Cl) ' O I 1 1 0 ' IO 1 1 0 0 N 0 N 0 L T2 wa O o ' O 1 ' 0 1 Cl?O O 0 60] Io 1 1 1 O 1 Ictj 1 1 1 00) 1 l0 N rn '812 L ' O ' O Lc) LLa 0) 1 1 p 1 1 _O N 20 O ' O ' r N d~ N It ' 1 1 1 0 'O 1 1 1 1 'O It4m M p Cl) Nr O0) O 1 C 1 p O 0 O x d W � O O LO 1 1 0 1 1 00 ' 1 0 1 O)ca 1 I co_ ' r O � p co m O O O ' O ' r N �O �O N LLa O0) 1 1 1 0 1 1 1 ' O Cl)O 1 N U) 00 , N , � C) C O O ' O 1 1 1 1 00 'O 'o ' Ir 1 1 1 co N 'o 'v O O co m U N c �o 1 1 'o �o �o 1 1 'M �o r; Ox CO � Z O M ID u' I p 1 1 1 O ' O I p 1 1 1 N ' It 0 0 4m C) T O O .............. m C 1 0 O 1 0 Y 0 N m O = ;> 0O F U N O N 1 C O V m N O U c m of M M O O Q7 N 00 uo 00 Lo O M M N N O z v = o 0 v Uca v T o 0 7o _Q ---- Lo c\l O lc) U rnco 0 Lo co co Lf) co 0 N N F— N LO N N Lc) O co M U rn rn O co coco Lo m N N Z N N ;cl 0 m N co co 0 1` r a~ O o Lo N N T co 1` co= 1-- w d O C (D ID N m2 LLa co M 2 o co co a~ O o co N O cn � r L _ co c0 lx a T O O f0 > O m� LLa O� N O N Lo N U) O O O O O N N Lo w v v x r 0 o 0 D cc U v a O O T N 'O N O O d w l0 O ~ U 0 W N 0 N O N O 0 N 4— O M 0) (6 W N M CO N O 75 W (10 W_ U c O U) m O 75 W W (6 U N N 0 � O O 00 N U o ;M ;� rn 1 1 O 1 1 1 1 Z 0 O 1 1 1 1 , ' ' 1 1 1 1 , N ' N ' S M W U T m O O o O ;o 1� O ;o 1� O 0 N M N 0 0 00 �� ,u� �N ,I� M NQ1 2 o p ;A ;m O) H --------�---- 0 1 1 ,d 1 , ,N N O M M U 0 00 0 ,� , N Q1 p] O ; co ' ; CJ 61 ' 4? Z ............. 61 61 . N O_ D] _ f0 O 0 I 1 1 I 1 1 uD M a O O ID 10 ID 1N cn M a~ 0 0 10 I 1 1 10 I 1 1 N 0 M,O N N 0 I O M I O M M =T2 a 0 ID 1d' 0 IN 0 O w 00 I 'D 1 1 'N ' 1 1 'N ' >'O Y N p M LLa o 0 O �o 1 ," ' N �o 1 ,M ' 0 0 f� 2 O 0 ' N co ' 61 O N a~ o 0 0 '0 1 1 1 0 M '0 1 1 N 1 0 Cl) D 0 O L T2 00 10 0 0 I o 0 0 O x a w � 0 O , 1` 1 (pca 1 I W 1 N > O .�� 00 1 N 1 O) LLa o O �o o 1 1 ' O ' O cc)) N O 0 0 0 0 O , 0 0 0 ,m , � 1 1 0 'M ID 'w 0 , ,6]o0 1 6 1 1 'O 'U') O O W U 0 o 00 0 �o 1 ,O 'o ' Sri 1 ,cMD 'Lo M v O � uo Z 0 O Cl)' 1 I co N 1 N Lo M cn w O 0 O O :N I,- M 1- a a > O O .............. m C 1 1 0 6 I 1 0 Y O N m U = ;> oO F M M 61 O) N 00 uo 00 Lo O M M N N O z V S O Lo O Lc) U V a T o 0 -oa ---- uo Os no U M. rn f0 co Lo co co Lf) c0 16 N N F— N N NLo Lo O co M U 6� rn O co co m N N Z N N N O O O 0 O O m O O Lq N 0 co co 1` r1l: a~ 0 0 Lo N N W = T I- co 1-- w d O C (D ,O N m2 LLa co M 2 o co co a~ o 0 co No cn ca co W X d w o 0 ca � -- > O m� LLa O� N O N Lo N U) O O O O O N N Lq w v v x r OZ o 0 ID O O It a O O N N O O d ,0 O ~ U O W N CD N O N O (N 4— O rt' r- 0) (6 W N M O N O 75 W (10 W_ U c O U) m O 75 W (10 U N N 0 0 . O O 00 6 d N N U o ;M ;� rn .rn 1 .rn 1 O 1 1 1 1 Z O O 1 1 1 1 , r ' ' 1 1 1 1 , N ' N ' S M co U T m O O o p0 O ;o I r O ;o I w O 0 N M N 00 Iu) N Ifs M N4m 0 o p ;A ;m C) H --------�---- 0 1 1 ,d 1 ,N N O M U 0 0 0 ,� , N Q7 p] O ; �. co ' ; 0 m ' 4? Z . ............. 61 M N O U 0 m o m o I ' rn IIDID I ' u� a y O O I O 1 N M M a~ 0 0 10 I 1 1a) 10 I 1 1a) 0 nIn r` N N 0 ' 0 M ' 0 M M = T a 0 1 (D 0 I N 0 O C w p 1'D 1 1 ' N ' I 1 1 ' N ' >'n Y NT2 p 'O) O ' O ' N M LLa 0 O 1 ," ' N 1 ,M ' W 0 O O 0 ' N ' 6 N a1' o 0 0 'o 1 1 1a) 1 0 M 'o , 1 1a) 1 0 Cl) Mp O r m L T2 p , 0 , 0 0 O xa w � _� 0 O Ir*O 1 IDca 1 1 Iwo 1 t` 1 1 N > O .�� 0 0 1 N 1 O) LL O o 1 1 ' O ' O cc)) N O U 0 0 0 0 o , 0 0 ,m0 , � 1 Io Co' 'w 0 1,6]u 0 1 6 1 Ir 'o 'U') O O m U 0 o oo 0 o 1 ,o 'o 'M CoS 1 ,m 'Ln 'N M v Ox � Ln Z 0 O 1 Co 1 N u) M � 0 O M a a O O .............. 1 1 0 O I 1 0 Y O N ca U = ;� oO F N 0 N 1 C a N N 0 Lf) N N 0 O N d ; 0 N v U o r"L 1 O i N , Z , 1 , S ; U m O O 1 N O O r ,O r '� 2 O 0 Or H 1 0---;---- O O U , o_ o� ' or D] ' ' r Z , N O U 0 m 'Lq o N O M ' O M 2 u I O u) d~ O 10 I 1 C n u) 1 0 N , 0 � L T Lq ' O u) ija 1 (D u) 1 .. N ' M 1 Sa L1. ' 1 , 0 0 N ' N o O ' a1' u 0 o 'o , 1 u) 0 N N L O Co 0 u ' O Co u) w a T O 0 C m , (D O M E ; 1 z) d 1 L1. 1 Co Co N O ' U) 0 ' O O , 1 O ID ' w 1 1 1 Co Co x ; O ,D m , O 1 , 1 O Co 0 ID N a 0 1 N 1 0 O O O C 0 m ;a U O W N CD N O N r 0 (N O LO r- O) (6 a_ N M O N O 75 W W (6 U c O U) s_ O 75 W (10 U O E E CO C O U O U .c O CO , _a) a) O7 C Q U) O J , U O O W O O7 O CO 4L a) CO U c� S_ CO N 0 N C 0- LO of N N O M M O O O . O O 6� O O 1 1 O 1 1 1 1 Z o o 1 1 1 1 'o 'o 1 1 1 1 'o '00 v = 0 co 00 0� T N O O , 1 1 0 , U� 1 1 U) u9 N O LL� LL'1 U o io m 0 0 CC): 0 ~ O , O 1 , U')L N____1�____�____ O �j U o 0 'o , 0 , O in o ;o ;o 0 Z -------------- , , N 0 0 m n_ f0 o O jo I O jI- I U') I-- LO O O I O I O O IL~ O O 10 I 1 10 10 I 1 1 0 fn l0 W N N O ' O ' O Cl)ll O M = T w a O 0 ' O 1 1 0 1 1 1 ' LO O 1 N I r 1 1 1 ") O N N t. O)T2 O ' O ' It O LLa o o �o 1 ,o �0 1 ,o 0 O m o o ;o ;m o 1 l 0 ' 1 1 d) ' Cl) M O r ul M N =T2 O 0 O 'O O 1UiO O Lc) (I (I0 x d Wca _� O 1 0 1 1 1 ' O I Cl?O 1 r 1 1 ' I- M r > r0 � .&� 00 00 cD t0 LL o �o :o c ----�----r---- O C 1 ' O ; C 1 ' O ; C2 Cl) N O O O 10 10 0 o o 1 'o 'o ' ,r 1 :N 'o I O v O U o o o o 1 'o 'o 'o ID 1 'v 'v 'o m xx cm v Z o o O ;o 1 ;o 1 O 0 0 �O �ID W T O O O .............. O) C 1 0 1 0 O 1 0 1 0 ) O O N d O ;; 0O F U N N L 0 N N ' O 1p O NV ;0o Nv U o 1 r O i N , Z , 1 , _ U LO; T o ; o f0 O O 1 N O O 1O r O r 0 ~ 1 O U , 0 0� ' or m ' ' r Z , N O O O 0 O O m 0 'o 0 N O M I O M Lq 10 u1 a~ 0 10 I 1 0 0l0 10 N N M ' O M ija o �o 0 1 (D Lo 1 .• N 1 M 1 Sa LL ' 1 , 0 (O 0 N '0 co a ~ U? O , 1 Lc)' � N N L O co 0 Lo ' O co Lc) x a T O O O f0 , (D O ; 1 LL 1 co 'co N O ' ' U) 0 ' O O , 1 O ' Lo U ' r` 1 1 1 x v ; v O ,D m , 0 1 , , 1 0 Lo co 0 IMD a 0 1 N 1 0 N O O O C 0 Y > O m ;a F- U O W N CD N O N r 0 (N O r- 0) (6 W N C? CD O 75 W (10 U c O U) O O 75 W (10 U N O N 1 C a of N N 00 . M M C) O O .00 O O '6�] O O 1 1 O 1 1 1 1 Z 0 O 1 1 1 1 1 'o ' O 1 1 1 1 1 'o ' 0 0 v = 0 cc U ; ; M 0 M 0 T N .O O 1 1 1 10 1 U� 1 1 LO 1 LO N7 N O Lc) N7 U o io i� co m 0 0 ;o ;o 0 F- O 1 1 0 1 1 L-0 N O liOj U p 0 O 'o ' O ' in O ;o ;o 0 Z . ............. , , N O U 0 m ,O _ f0 O O j O I O j t` 1 LO Lc) � O O 10 IO O IL~ O O 10 I 1 Io 10 I 1 1 0 nu> w N N C)' O ' O Cl) O M o = T w a O O o 1 0 1 1 0 1 1 'o ' LO C) 1 N I r 1 1 'v ") O N > N Lc)1 7t. C) 01 O O LLa o O O �o 1 1 10 ,O 0 1 1 10 ,rn 0 O O rn O Oo Oo : cD m a~ o O 'O 1 1 1 10 'o 1 1 1 1a) 0 AO a)N = E C)' C)1 C)' 0 C) C) 1 LO 0 O co „O O O X d Wca � _� O O 1 0 1 1 1 ' O I M 1 r 1 1 ' M r > r0 � .&� C) C) cD t0 LLa o �o �o c O 1 1 ' CC))' 1 1 O N O 1 1� O � O O C)' C)'O 0 1 1 1 C)' 10 Ir 1 1 N 'It 'O IID O cm a O U O o C) 1 1 'o C) ' 1 1 'v 'v ' m Ox cm' v Z O O O O ; O 1 1 ' O O ; O 1 1 ' V O O (� a O C) O AID m � T O o C)Io .............. 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CD O 75 W (10 U c O U) cO G W W_ (6 U N O O Lo � In O O O O 1 1 O 1 1 1 1 Z o 1 1 1 1 1 'o 1 1 1 1 1 'o co v 0 00 U 00 �o o cc T N O O 1 1 1 1 0 1 u� 1 1o) 1 0 LL7 N O O U o io �� � m o o �o �IF" rn F- 0 1 1 0 1 1 0 N O O U 0 o O ,o ' O ,Lq ' � in 0 �0 �� rn Z . ............. , , N O_ _ 0 0 j 0 ' 0 j W 'Lo W O 2 O 1 0 1 0 Lf) O a~ 0 0 10 I 1 1 0 10 I 1 1 m 0 f� lD w N N 0 ' O ' D M O O M O .T2 wxa O 0 10 10 1 1 1Lo 2 1d, 0 1� 1 1 1 O N t Lf) LLa 0 0 1 1 Io ,o 1 1 I D 0 m rn o 00 �00 �rn a1- 0 0 'o 1 1 1 10 ' 'o 1 1 1 1m ' Cl)O 0 n0 a)N O 00 O 1 0 1 o 116 xd Wca � _� O 16 1 1 1 ' O 1�O 1 1 1 ' O of r > O .�� 0 0 0 0 6] Q1 LLa o 0 o 0 O O 1 1 ' O ' 0 1 1 ' O 0 ' O N O Oo O 00 0 0 19 1 1 1 ' 0 '0 10 16?O 1 1 1 ' 'It 'co IID O?O O a co U 0 o o 0 :o 1 1 'o '0 ' :o 1 1 'o 'Lo ' m 0 x O 0 Lo Z 0 O O 0 0 O 1 1 'O 0 0 O 1 1 'N O O (� O N a. o O O 0 • • C 1 0 1 0 ' • O 1 0 1 0 • ' Y O O N = ;> ° F U N :0) O O N O O Cl) 6 O . O W . 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O ��o 1 ... . ) 00 M N m = ;> oO F U N O N 1 C O V m N O U m of O M N Cl) Lq u) O N N N N ON o 0 Z O O O O v = v v 0 U o 0 0 T O M M U d co _N O N F— N M M 0 v v O co W m Z N cm N N O O O o O O m 0 0 Lq N 0 W co O O a~ 0 0 Lo N N T co O co= O w d O C aD Lq Y N O) � LLa rn rn _O 2 O CoW O O a F' 0 0 rn No rn Co Co Lca x a O o O 0 _T N-- O O O y za LL m w N O M O M U) OO Ir O N � N Q1 O o 0 U ID OM w OX ID M O Z o r o U Lo O N N a N N T O 'p O O O d w 0 O ~ U O 7 N CD N O N r 0 S_ S_ Q C O U (6 O U O CO M O Q O O J 0) ' O U a_ O O a_ O 0) s_ O CO ''�^ vJ U c CO N cri O N N O p N O 1 75 _ ui W 0 y.t (10 V U c N O = O m U > 0 _ 0 7 W W (10 m U "t of O N O O 00 ' Cl) ' � O U o N0) mr 1 1 O N O O ' O ' O Z O O o Oo O O O O 1 1 1 1 IN ,m 'moCo'mo o O O = w Cn co U oo ;LoO ;coO mO O 1� N 1� c0 O Q7 U O 1 coI M N N 00 1 r 1 co O ~ p O 1 N 1 6] 1 1 1 6] 1 W N O U O 1 I M N 6I r I D co m Z O I N 1 m O I d 1 m O W N O O b m o o .o 0 u>— N N O O 0 O 'o I O M p 'cow I N m M a~ O I N p I O O O 1 1 1 1 a)w f� D cc a 00 1 � V 1 � ItM M = T O 0 ' 0 0 1 N ' 0 0 1 O N O u7 wa Oo 1t` 1 1 Io 1W 1 1 11 r >`4 N '8)2 1 M 1 o L u. N o 'oo 'I ro 'N 'O o O O 1 1 1 I Cl) ; O 1 1 1 1 t` ; O 0 O M a~ O 0 1 1 1 1� 1 0 V 1 1 1 1� I o ItO Mp r w M f0 O 00 �0 O Lq O �0 O O 00 t00 Xd W j N O O 1 1 1 ' M ICD 1W 1 ' V r > c Co LL O 0 1 1 1 1 O V O M O O N O O M p O 0 0 O o 1 c O 16 1 1 I r 'o 1 0 0 Ir 1 1 1 6] ' D 0 0 N O O m U O O O 'r 1 1 '6] 'ID ' 'M 1 1 'N 'M ' a X cm O Z O O O O Cl) 1 1 ID � r O 1 1 :N � r d a 0 � Co N LL7 O O .............. m C O O o O Y O N m U = ;� F Co Co a N uM O M N N N N O N o 0 Z O O O O M v = v o 0 U 0 0 T O M M U d co _m O N H N co M 0 co d a O co W m Z N N N O O O o O O m O o Lq N 0 W co � O O a~ O o Lo N N T co O co= O w IL O C aD ID > N LLa 4m _O 2 O CoW O O a~ O o m No rn r Co Co X IL O O Lll O O _T N-- C- - O O Y LL m w N 0 Mc M Co OO 'r Co O N N 4m O o 0 U ID OM w X O ID M m Z O r O Lo O N N a N N O O O O d 0-1 0 O ~ U O 7 N CD N O N r 0 S_ S_ Q C O U (6 O U .c O CO 1 CD (3) M O Q LO O O J 0) ' O U a_ O O a_ O 0) s_ CO CO U c CO N cri O N N O p N O 1 75 _ ui W O � V U c N O = O m U > 0 _ O 7 W W (10 Ca U "t CI i O N O O M 0 00 Cl) O U O .(N mr 1 1 N O O O ' ' O Z O O O O O O 1 1 1 1 o Im ,m 00 'moCo'� O O w Cn 00 = U o oo ;LoO ;coO mO N O 1� 1� c0 O O) U O 1 I M N 0ca 0 1 r 1 (D OR O ~ O 1 N 1 V 1 O) 16 1 1 O colo N O U O 1 1 M N 600 1r 1(D W Z1 1 N 1 d 6 1 6 1 1 . ............. 0 . 0 . 0 W N O O b m 0 .0 .0 0 10— N O O 'o 'w� 0 1 0 1 I N m M aF- O I N O I O o �� �o O 0 1 1 O 1 0 1 0 M to W � nj 1 0 c) 1 0 o 0 M = T2 O ' 0 0 ' 0 0 1 N 1 O 0 N O uc wa 1r- 1ctj 1 1 1 1 O '' r >1 � N o1oM 1- a z) L1. oooo0'o)2 o '� 'o 0 1 (D 1 1 1 1 1 O 1 M 1 ro O ; O Lo ; O 0 O M aF- 0 '0 '0 1 1 1 1 1 1 O I N I N 01 0 V 1 0 It 0 M p r G7 M N 0 1 00 0 1 00 0 O O cc Xd W j N O 1 Lq 1(D 1 r- 1 Co 1 1 00 'M Id' t00 r >c W O)� O ' O ' r LLa 0 �o �o 1 1 1 0 1 1� 1� O 1 0 V 1 0 Cl) 00 o 0 0 0 O a)N M p 0 1 1 1 Lq O 10 0 0 1O 1r 1 1 1 1 O I r 1 6 0 'o ' D 0 0 N O O cm o 'r 'M 1 1 1 1 0 O1 N O '(D 'M ' ' a X O N O Z O Cl) O 1 1 1 1 O ID :N O I r I r o v a U' 0 Co N uo 0 1 0 1 0 .. 1 .. 1 .. C (D U O oO = ;� F N O N 1 a CI i O CoO Co N 0 Co O Co O 1 o �0 O O ' r-z O N 0 O Z O O O O 1 m 10 oo 'o 'o O O a)= 00 U roO v 'O N 1 W0 v N T O N O N p u� O r� ' O Lo 1-- o H O 1 N 0 ' O N p u) O ' O Lo � pj ; O Z 0 O N O O o 0 0 0 m 0 o 'O A p I O 0 w cc N O df- `° O 100 OO N I 1 N 1 0 0 M l c) N A to c N Lcc T W c M w d a)O 9 V 1 0 1 1 ' a) O IN > to .. N LL a 1 1 m 10 00 M j 00 O f0 ur 00 M dF O ' 00 N 1 1 N 1 0 O MO ' O 1 4m O N N N O W O p X d 6 0 1 0 0 O W T N O N 1 ' 1 ; N Y O d 1 z, LI. 1 1 1 1 0ol 0 o 1 N W cc 0 1 O 1 � 1 1 W 1 Un ' O O � O W uo U O ' o � 1 Cl) Lo ' O o X O M no Z O O ; 1 ) 1 O O W O 0 Co1 0 d O M No i000 '�'o O u7 1 Co N .o) C w m Y O > 0 O m U ;a O F- 7 N CD N O N r 0 CD M O r- O 0) (6 a_ N M O N cO G W (10 U c O U) O 75 W (10 U U O O a_ O 0) s_ CO ''�^ vJ U C CO N 0 N C 0- of N 0 0 O .0 O d a O O O O 1 1 N O O ' O ' O Z O O 0 O O O 1 1 'o ' 0 O O 1 1 'o ' O O O O v = 0 cc O oo ;o 00 cc 1 I N N T 00 1 1 00 1 1 f� N O � O O O ' 'v v 0 0 o O o F- O 1 1 0 1 1 N O � O b o O 'o ' 'v v m o ;o ;0 0 Z................ O O O N O 0 b m o 0 0 0 N O ' O r 0 C) O c r F O r O O r N O d~ O O F 1 10 F N 1 1 0 N N Lo W NN O 'O 'O u1 11 cc = T wa O o oo ' O 1 Io 1 1 'o ' 0 0 Io 1� 1 1 'o co 0 n 0 > ..N '8)2 O 10 IO t O 4 Z) a LL O O 'O 1 O 'oo I N c0 N 0 o , 1 1 1 0 ;o IN 1 1 1 m ;od N Oo to cc a F- o O O ' o 1 1 1 10 'O ' ' O 0 1 Co 1 1 1 0 'O ul 1 0 0 M c Co N 0 Nr T2 G7 co co = xa 0 O 0 1 IOo O W j N O O to 1 1 ' O Ir 1 1 ' O r O O O ' O , 0 ' O V , 0 0 0 O o O O O L d LL O O O 1 to 1 1 ' O ; 0 I INm 1 1 ' O ; C) O N Co N O O c o U) 00 O 1 9 1 1 1 I o 1 0 0 I r 1 1 1 O c to O o 'o Cl)'o co O oo 10 iOo Oc O O 1 1 1 1 0 ' 0 1 N 1 1 1 N ' O O N O W cc Z O ,c O O ,O 1 1 1 'o ,c 1 N 1 1 'o N 0 (D O o O io �o0 00 00 1 9 I N 0 N O 0 O .............. m C 1 O 1 M M N d to O O ; ; 0O F O Co; O Co N 0 Co O W O 1 o �0 O O � O N 0 O 1 m 10 ' oo o ' = to 00 O ro 0 O v 'o N ' to O v N T 1 N O N 0 N u� O ' O Lo r� o h �o , N ' O ' r O N b u) O ' O Lo 1` Z , 0 O N O O o 0 0 0 m o o N ' O A c)' 0 0 W co N O dH ID O ' 00 t0 (I N F 1 N 1 0 0 M 1 8 N A Lo N Lco T W M w d a)O V 1 O 1 1 ' Mc fV (D Lo .. N LL d 1 1 m 1 o 00 Co, 00 O f0 to 00 M dF- 0 ' 00 N 1 1 1 O 0_ M0 ' O 1 4m c N N N O W c o X d m c) o c W T M O N t ' 1 ; N Y O d 1 � LL 1 1 1 1 0 0 o 1 N W ol co 0 1 O 1 m 1 1 U')' O O to O 0 Lo O O ' o � 1 Cl)' Lo ' ' o 0 X O M Lo Z O O ; 1 N 1 N O O G7 0 M 1 0 Itc M 0 NO io0 '�'c O Lo 1 Co N o) C w m Y O m N O to O ; a O F- 7 N CD N O N r 0 C Q C O U (6 O U L O CO 1 O Q O O J 0) ' O U a_ O O a_ O 0) s_ O CO CO U C CO CD cri N O 75 W (10 U c O 1_ 0 O N > , O75 = W > W RS (10 a N 0 0 O .0 O d a O O O O 1 1 N O O ' O ' O Z O O 0 O O O 1 1 'o ' O O O 1 1 'o ' 0 0 O 0 v = 0 cc O oo ;o 00 00 1 I N N T 00 1 1 00 1 1 t` N O � O O O ' 'v v 0 0 o O o F- O 1 1 0 1 1` N O � O 0 o O 'o ' 'v v m o ;o ;0 0 Z O O O N O 0 0 0 m o .o .o 0 N O O O O c d~ O i ' O ' O o i N 0 O � 1 10 � N 1 1 0 N N In W NN O 'O 'O u1 11 0o = T w a O O ' O 1 1 0 1 1 'o ' 0 0 1 O I r 1 1 'o co O r 0 >u> ..N '8)2 0 p Ip Ip d' 00.4 Z a LL O O 'O 1 O 'o0 I N 00 N O O 1 1 1 1O ; 0 IN 1 1 1 am ; 0 V N O 0 d, 0 000 a� oo O 00 Io 1 1 1 Io 'C ' ��o l 0 1 1 1 0 'C) u) 1 0 0 Mo co Mp Nr T2 u1 00 05 = xa O O O 1 IOo 00 W j N p O 10 1 1 ' O Ir 1 1 ' r > r0 O O ' O I p O ' O It0 1 O O O O a 05 O d LL O O O 1 10 1 1 ' O ; O 1 N 1 00 1 1 ' O ; o 0 N co N O O 0 O U) 00 O 1 9 1 1 1 1 0 1 0 0 1 1 1 1 0 0 0 W O ' O ' 0 Cl) O O O oo io iCo O0 O O 1 1 1 10 ' O 1 N 1 1 1 m ' 0 0 N a)O O O Z L O U O O 1 O 1 1 1 'o 1 1 N 1 1 'o N 0 O o O O 0 0 c O 00 1 C I N O N O O ............. 1 O 1 Cl) . Y ri N U ;; ° F 00 N ItC) O O O O N 1 o �0 O O ' N O N 0 0 Z O O O O 1 o 'o 'o0 0 O v 0 = O O oo ;vo 00 v0 T ' r 1 1 N O O N O It O 'O N v o 0 H O N 1 O 1 ID N O O O 0 o 'v O 'O v 0 m O ;N N Z N O O O 0 0 0 0 0 m o 0 OoN v0W O 0 vi LO _ a~ i L 00o 1 O I ) A W Cn N N Op ' O V 0 a = T2 O ' 0 0 00 w a 1 O Lq 1 1 1 ' r; In N �2 ; 1.1. a 1 1 O 1m o 'od O w 0v o Io op 00 a o Imo 1 O 1 ) 00 ' O It0 u�0 0p r w N loll 9 00 Xd W j N O Iu�O 1 ' 1 ; lfl0 Y O a 1 � LL 1 1 1 1 N W O U) 0 0 O 0 0 10 1 N 1 �; 00 N a '0 0 �o 1 ' N_ ' 0 X O N Z O 1 0 U N 1 O co M LL O M 1 � O O 1 .. ' .. m c 0 :_0 O m O M 0 m P3 U o m - F U E ;O a 7 N CD N O N r 0 C Q C O U (6 O U L O CO 1 O o Q 00 O O J O7 ' O U a_ O O a_ O 0) s_ O CO CO U C CO N cri O N N C N O u W W U p c U O i cO_ G W ui (6 Q U cc of N O O O O Ita M M O • O 1 1 N O O O O Z O o O 1 1 'o O 1 1 'o 'oo O v 0 00 U 00 ;o ;o0 00 T 1 1 V a F- ---- 1 1 N O _ 0 o O o 0 lO 'It I co a M o F- 0 0 1 l 0 r 1 1 o) N O to U p o 0 'o ' O ' t ' M v M m 1 0 ' 1 'r Z ................ N O o 0 o O 0 .2 o 0 0 0 N o o F o F o 0 O c o Fo Foo o a~ 0 0 F0 F 1 l 0 F� Fv 1 1 m v n to to NN 0 'O 'o u1 0o T = w a 0 0 ' O 1 1 0 1 1 to ' 0 0 1 O I r 1 1 'o co O r D 0 > ..N '8)2 o p Ip Ip d' 0 a LL 0 o 'o 1 'oo t o cooz) 0 0 p0 �o 1 1 l 0 ; p0 �" 1 1 1 a) ; p0 Co00 O 0 to M a� 00 o o to 1 1 1 l0 'o '00 Ir 1 1 1 m '0c uo Mp to 0o cr L T2 0 ' 0 1 0 0 O O xa W j N p 0 0 1 1 0 1 1 ' o l00 1 r 1 1 ' o 00 r > O r0 O ' O I ' O Cl) 1 o) 0 O M 4m O �a 0 p 1 IVO v,o LL 0 o 0 1 0 1 1 ' o ; O I r 1 1 ' O ; o O N O o o U) 00 0 1 9 1 1 1 1 0 1 0 0 1 1 1 1 0 0 0 W O o 'o 'oo oo U 0o io ��o � o o 0 1 1 1 'o ' o 1 LLj 1 1 'o ' 0 0 ui x O 0 o o Z 00 0 tO o 1c 1 'o ItD It 1 '0 a (� O O 0 O o O o o 1 0 1 0 to 0 O o .............. C 1 O 1 i ' Y Lo N E � o F U N o I O O O C) O N 1 o �0 O O ' N O N 0 0 Z O O 0 O 1 o 'o 'oo 0 O v 0 = U o 00 00 T ' r 1 1 N O p o N O It O ' O N a O o F- O N 1 O 1 ID N O W U p o 'v O ' O v 0 Z N O o 0 0 0 0 0 0 m o 0 O N 0 Fov 0 W 0v to _ 0 aF- o FLo F 00 1 o 1 ) n tD to N N Op ' o It0 a = T O ' 0 0 05 w d 1 0 to 1 1 1 ' tD .. N LL a 1 1 0 1 m o ' o V 0 to 04 Ipo 00 00 ao F- 1�0 1 1 o 1 ) o 'pC) u�o n p to 04 �r I Op o 00 0 01 x d W j, N O 1� 1 � ' 1 ; K90 � Y 0 a 1 � LL 1 1 1 1 N W O U) p O O 05 O 1 p 1 N 1 �; O N a '0 0 �o 1 ' N_ ' 0 x O N Z ' O O 1 0 O U N 1 O Cl) M LL 0 0 M 1 � O O 1 O) -- m m O 0 o M 0 � m U U E ;O a` W N CD N O N r 0 C Q C O U (6 O U O CO 1 O o Q � O O J 0) ' O U a_ O O a_ O 0) s_ O CO ''�^ vJ U C CO N M O N N C N O u W = W U O c U 0 U > ' v O 7 ui L (10 Q U cc M N O O O O Ita M M O • O 1 1 N O O O O Z O O o O O 1 1 'o O O 1 1 'o 'oo O O v 0 Oo U l o o cc T 1 1 V a 1 1 N O _ 0 o O o 0 lO 'It I co a M o H 0 0 1 l 0 r 1 1 o1 N O C) U p o 0 'o O ' t M v M m 1 0 ' 1 'r Z ................ N O o 0 0 0 b .2 o 0 0 0 N O o o o 0 o c o io goo �o a~ o 0 �o i 1 l0 �, iv 1 1 v nu> w NN 0 'O 'o ul ll cc = T wa O o o 1 O 1 to 1 1 to ' 0 0 1 O Ir 1 1 'o cc O r 0 >u> ..N '8)2 0 10 IO d' O-4 LL 0 o 'o 1 'oo t o cooz) O 0 00 �o 1 1 l0 1 00 1 1 1 m 1 00 Co00 O o w M aF- 00 0 o 1 to 1 1 1 l0 'o 1 goo Ir 1 1 1a) '011 �o n0 w oo cr L T2 0 1 O l 0 o O O xa Lll j� N p 0 0 1 t o 1 1 ' o l00 I r 1 1 ' o 00 r > O r0 O ' 0 1 I O Cl) 1 o) 0 O M 4m O �a 0 0 1 No v,o LL 0 o'o 0 t o 1 1 000O I r 1 1 ' OO O N O oO 090 0 1 1 1 l0 o I 1 1 1 1 oU) w O o 'o 'oo oo (> 0o io ��o � o o 0 1 1 1 'o '0 1 LLj 1 1 'o 'oo ui x O 0 oo Z 00 o i(9 mo 1 'o �t 1 '0 v (� 0 O 0 ;o ;o o oo 00 1 0 I o a o O .............. 1 O o 1 LLj ) Lo N = � Ff0 U a) H W N CD N O N r` 0 Q Q Q Q O U (10 U .c O CO O O Q O J � 1 O U a_ O O a_ O 0) N CO CO U C CO CD M N cO G W W (6 U C O U) O 75 W W_ (6 U N co co C) Cl) ;c') ,It It 1 ' O ' O O N Z O 10 O 10 1 N ' N S C)o O 1 O to T ' O U d 1d O ' V V f- 1 V 0) ' It N Om 1 M M Z ID 1ID I 1d . ...L.... O O N O b o O r 1 N N I N Co FO— 1 7 17 a o to n Lo � N O co 1 p co x a M C)' M C)1 M Cl) 1 N In N m2L 17 Z) oLL 'o O N N N ' N O IL f— I 1d O 1 O 1 N ' N 0 0 ' 0 0 N O C p 1 p Wa C O 1 LL O ' O m �m N coCl)0 O C O C) 1 O d 1d U M 1 M T-m1 T- 1 1� ' O Z co co It d O 1 O 1 c �co O O 1 O O ' O • • -L . :-0 _0 a o cm m m m m - (D o) U 2 C E c i E m co N d' a N > :co O_ co O_ d d Q co N 7 co m > ; O - O - _a� c � � Q o a N Ui � I 1 O 1 0' m m 'gyp 01010 O O � I 1 I 1 � I 1 Q T ' 0: O ' co co N N 7 • U7 • • 7 O 6'J• N -O m nca> O > ~ m J 00 Z' m N' O O: M d' T a o ' ' O n a iz N O :0 : LO @ O ' O N 0) a` Up po ; c) O o 1 1 1 U fl- C) O 'O 'O . LO C 1 C ' O 1 LO O 10 'O LO z U C;C;C O CO , CO CO 0 U 75 U) WW ' W U O:O:O O ' O • z (, , U U7 U • 7 N -' ' _j O - Fz : 6 Q : > : CL o z o = 7 N CD N O N r 0 C C Q C O U (6 O U O CO O O M O Q U) N J � 1 O U O O a_ O 0) N _O z'^ vJ U C CO N M O N cO G W W (10 C O U) \(3) cO G W W (6 U ;C ;Cc = 00 00 00 O O O o :o :o U) a :Q 7(0 0 70 704 U a :a :a U) N N N L 7 L 7 Lo U) N N N 00_ 00_ 0. = Cl) : Cl) : Cl) C) rn rn rn N L �L iLo L :L :Lo C) J O O O Q ( '( '(0 J t0 t0 t0 O O O I Z U ' � In 7 U) 0 O L > Q a ,n c Q J L Z o O Lci ii U) D C W U O U) C W U) C(D G O ui N O U x uJ N Cl) Oo LO c O Lo co LO N Lo M 1 1 O MO 1 0 MO I O O , O O Zc\l to to ,o M O � 1 1 _ m 0o ,m ;0o ,m ;0o �m '0o U oo ,No ,00 loo T ` co , W I V IN : c\l O ' ,N p coI M 1 , ,t ' 1 , ,N 'rn 1:N N O p 0] o 0 , � � z N O0 . 0 . 0 . 0 o 0 0 0 0 m o • 0 0 1 0 0 1 0 0 1 , O N O ~ O 10 100 1 0 0 00 1 10 1 p jrID i 1 1 0 ' O 1� 1 O 1 0 It m,n c N X a w 0 0 M 1 I 1 1 1 1 , uj , 1 (D Lo Y N 8)2 z) LI. 1 1 _ _O f0 O 0 0 ,o ' 0 ' ,m ' 0 c) �m l 0 V. 00 0 0 0 1 0 c+) , Ln 0 0 1 1 0 10 1 1 10 V 0 IOO d' 0 0 (n O �� X d O 0 l 0 1 W T N p 10 IM 1 1 1 1 1 uo L � 0 1 1 , z, LI. 1 1 N , , O O � 0 , , 0 c) 1 1 0 0 0 , 0 1 1 ' 1 1 0 ' O M O 1 0 Cl)U O 1 1 1 0 10 O �� 1 1 t 1 1 X O , , N , 00 M , N 1 00 Co O 1 N O 1 1 , 1 1 N , 0 V , N , 0 It 0 U 1 1 1 0 0 1 N 0 , V • • � 1 ' i i . �. 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Horne Horne Partners, LLC 101 Westlake Drive Suite 148-Box 7 Austin, Texas 78746 Prepared by: LSA Associates, Inc. 20 Executive Park, Suite 200 Irvine, California 92614 (949) 553-0666 Project No. HRP1901 August 2019 BIOLOGICAL RESOURCES ASSESSMENT SELF -STORAGE FACILITY IN SANTA CLARITA AUGUST 2019 SOS ANGELES COUNTY, CALIFORNIA SA IIIIIIII LSA Associates, Inc. (LSA) prepared this biological resources assessment for the proposed Self - Storage Facility (proposed project) in the City of Santa Clarita, Los Angeles County, California. The proposed project involves the development of an approximately 2.3-acre lot (project site) located east of Valley Center Drive, west of Golden Valley Road, and North of Soledad Canyon Road. The project consists of a three-story self -storage building that would comprise 144,333 square feet (sf) and include 1,127 storage units. The project also includes 22 parking spaces with vehicular access from Valley Center Drive for customers and the on -site manager. The site was historically used for agricultural but has remained fallow for many years. Historical aerial imagery indicates that the project site has been disturbed and regularly maintained for over 20 years. In August 2019, LSA biologists conducted a literature review and records search to identify the existence and potential for occurrence of sensitive or special -status plant and animal species in the vicinity of the project site. Federal and state lists of sensitive species were also examined. Current electronic database records reviewed as part of this effort include the California Natural Diversity Database, California Native Plant Society's Electronic Inventory of Rare and Endangered Vascular Plants, and United States Fish and Wildlife Service's Environmental Conservation Online System and National Wetlands Inventory. Historic and current aerial imagery, existing environmental reports for developments in the project vicinity, and regional habitat conservation plans and local land use policies related to biological resources were also reviewed. A field survey covering the entire project site was conducted was conducted on August 12, 2019. The project area is strictly upland in nature with well -drained soils and vegetation consisting of nonnative grassland with patches of mixed herbaceous rude ral/invasive species and bare ground in several areas. Ongoing soil disturbance and the resulting competitive exclusion by invasive nonnative plants limit the potential for native flora to occur on the project site. No native or special - status vegetation communities exist on the project site. No special -status plant species were observed during the field survey and are not expected to occur on site due to historical and ongoing anthropogenic disturbances. Habitat on the project site is considered low quality with respect to most regionally -occurring special -status animal species, and no special -status species were observed during the field survey. The project site contains marginally suitable foraging habitat for certain raptors such as Swainson's hawk (euteo swainsoni) and white-tailed kite (Elanus leucurus); however, due to the lack of perennial shrubs and trees on the project site, potential nesting habitat for most bird species is absent from the project site. Suitable avian nesting habitat in the project area is limited to that which supports ground -nesting species and other birds that may nest in the annual herbaceous cover. The proposed project is not anticipated to have any significant impacts on sensitive species or habitats, wildlife movement, or other sensitive biological resources covered under local or regional conservation plans or ordinances. No mitigation measures related to biological resources are required. \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources Assessment_ Santa Clarita Self-Storage_083019.docx a08/30/19» BIOLOGICAL RESOURCES ASSESSMENT SELF -STORAGE FACILITY IN SANTA CLARITA AUGUST 2019 SOS ANGELES COUNTY, CALIFORNIA SA IIIIIIII BLS OF CONTENTS INTRODUCTION......................................................................................................... I ProjectDescription........................................................................................................................ 1 ProjectSetting............................................................................................................................... 2 IT D, 3 Literature Review and Records Search.......................................................................................... 3 FieldSurvey...................................................................................................................................4 IRESULTS Vegetation Communities and Land Cover Types.......................................................................... 5 Disturbed/Ruderal....................................................................................................................................6 Developed................................................................................................................................................6 Soils................................................................................................................................................ 6 Hanford sandy loam, 0% to 2% slopes.....................................................................................................6 Metz loamy sand, 0% to 2% slopes..........................................................................................................6 Special -Status Biological Resources.............................................................................................. 6 Special -Status Natural Communities........................................................................................................7 Special -Status Plants................................................................................................................................7 Special -Status Animals.............................................................................................................................7 CriticalHabitat..........................................................................................................................................8 Jurisdictional Aquatic Resources..............................................................................................................8 Wildlife Movement and Habitat Connectivity..........................................................................................8 Regional Habitat Conservation Plans and Local Policies..........................................................................8 Special -Status Species..............................................................................................................................9 CriticalHabitat........................................................................................................................................10 Jurisdictional Aquatic Resources............................................................................................................10 Wildlife Movement and Habitat Connectivity........................................................................................10 Regional Habitat Conservation Plans and Local Policies........................................................................10 Recommended pre -construction Avoidance Measures.............................................................. 10 Conclusion................................................................................................................................... 11 REFERENCES............................................................................................................. 1 A: Figures B: Representative Site Photos C: Special -Status Species Identified as Potentially Occurring in the Project Vicinity D: Plant & Animal Species Observed \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources Assessment_ Santa Clarita Self-Storage_083019.docx a08/30/19» BIOLOGICAL RESOURCES ASSESSMENT SELF -STORAGE FACILITY IN SANTA CLARITA AUGUST 2019 SOS ANGELES COUNTY, CALIFORNIA SA IIIIIIII INTFIODUCTION LSA has prepared this Biological Resources Assessment for a proposed 2.3-acre self -storage development project (project) located at 26639 Valley Center Drive in the City of Santa Clarita (City), Los Angeles County, California (refer to Figure 1, Project Location; all figures are provided in Attachment A). The purpose of this report is to describe and document biological resources — including sensitive and special -status species —known to occur or with the potential to occur on the proposed project site. This technical information is provided for project planning purposes and preliminary review under the California Environmental Quality Act (CEQA), California Endangered Species Act (CESA), the Federal Endangered Species Act (FESA), and other pertinent regulations. The Biological Resources Assessment conducted for the project involved the following components: • Reviewing existing relevant scientific literature and other pertinent information related to the survey area; • Creating a list of regionally occurring special -status species determined to have the potential to occur in the vicinity of the project site; • Characterizing the vegetation communities present within the survey area; • Evaluating the potential for the occurrence of special -status plant and wildlife species within the survey area; • Assessing the potential for proposed activities to adversely impact existing biological resources; and • Recommending pre -construction avoidance measures to avoid any potential impacts to biological resources. PROJECT DESCRIPTION As previously stated, the proposed project involves development on an approximately 2.3-acre vacant lot located east of Valley Center Drive, west of Golden Valley Road, and North of Soledad Canyon Road in the City of Santa Clarita, Los Angeles County. The proposed development includes a three-story self -storage building that would comprise 144,333 square feet (sf) and include 1,127 storage units. The project would also include the addition of 22 parking spaces (2 handicap -accessible spaces, 4 loading spaces, and 16 standard parking spaces) with vehicular access on Valley Center Drive for customers and the on -site manager. The entire parcel would be permanently developed under the proposed project. The project would not require any work within undeveloped or undisturbed lands outside of the project site. Figure 2 provides an overview of the preliminary site plan. \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources Assessment_ Santa Clarita Self-Storage_083019.docx a08/30/19» BIOLOGICAL RESOURCES ASSESSMENT SELF -STORAGE FACILITY IN SANTA CLARITA AUGUST 2019 SOS ANGELES COUNTY, CALIFORNIA SA IIIIIIII PROJECT SETTING TTING The project site is located near the Santa Clara River in the western portion of Los Angeles County. Specifically, the project area is located in the United States Geological Survey (USGS) Newhall, California, 7.5-minute topographic quadrangle map (refer to Figure 1). The "project site" discussed in this report refers to all areas within the approximately 2.3-acre lot where temporary and permanent ground disturbance will occur, along the proposed driveway to/from Valley Center Drive. The project site is currently vacant and disturbed; no existing structures are present on the site. An analysis of historical imagery indicates that the project site has been disturbed and regularly maintained for over 20 years. The site previously existed as agricultural land consistent with many of the surrounding lands in the region. Adjacent parcels consist mostly of medium to high -density residential developments and commercial uses. The project area is zoned for Community Commercial development. Undeveloped lands within the floodplain of the Santa Clara River are located to the north of the project site, beyond Valley Center Drive and Golden Valley Drive. The project site is located within the Western Traverse Ranges sub -region of the California Floristic Province (Baldwin, et al. 2012) and within the Santa Clara River watershed (Hydrologic Unit Code #18070102). The project site is mostly flat and is at approximately 1,266 feet (386 meters) above mean sea level in elevation. The northernmost portion of the site slopes upward toward Valley Center Drive. There are no natural drainage features, wetlands, or riparian areas present on the project site. The site appears to be regularly disked for vegetation control. \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources Assessment_ Santa Clarita Self-Storage_083019.docx a08/30/19» BIOLOGICAL RESOURCES ASSESSMENT SELF -STORAGE FACILITY IN SANTA CLARITA AUGUST 2019 SOS ANGELES COUNTY, CALIFORNIA SA IIIIIIII LITERATURE IREVIEW IND RECORDS SEARCH LSA Biologist Jessica Lieuw conducted a literature review and records search on August 9, 2019, to identify the existence and potential for occurrence of sensitive or special -status' plant and animal species in the vicinity of the project site. Federal and State lists of sensitive species were also examined. Current electronic database records reviewed included the following: • California Natural Diversity Data Base information (CNDDB — RareFind 5), which is administered by the California Department of Fish and Wildlife (CDFW), formerly known as the California Department of Fish and Game (CDFG). This database covers sensitive plant and animal species as well as sensitive natural communities that occur in California. Records from nine USGS quadrangles surrounding the project site (Gosford, Rosedale, Oildale, Oil Center, Lamont, Weed Patch, Conner, Millux, and Stevens) were obtained from this database to inform the field survey. California Native Plant Society's (CNPS) Electronic Inventory of Rare and Endangered Vascular Plants, which utilizes four specific categories or "lists" of sensitive plant species to assist with the conservation of rare or endangered botanical resources. All of the plants constituting California Rare Plant Ranks 1A, 113, 2A, and 2B are intended to meet the status definitions of "threatened" or "endangered" in CESA and the California Department of Fish and Game Code, and are considered by the CNPS to be eligible for State listing. Impacts to these species may therefore be analyzed at the discretion of the CEQA Lead Agency, pursuant to the CEQA Guidelines Sections 15125(c) and 15380. Plants in Rank 3 (limited information; review list), Rank 4 (limited distribution; watch list), or that are considered Locally Unusual and Significant may be analyzed under CEQA if there is sufficient information to assess potential significant impacts. Records from the nine USGS quadrangles surrounding the project site were obtained from this database to inform the field survey. United States Fish and Wildlife Service's (USFWS) Information for Planning and Conservation (IPaC) Online System, which lists all proposed, candidate, threatened, and endangered species managed by the Endangered Species Program of the USFWS that have the potential to occur on or near a particular site. This database also lists all known critical habitats, national wildlife refuges, and migratory birds that could potentially be impacted by activities from a proposed project. An IPaC Trust Resource Report (USFWS 2019a) was generated for the project area and was used to inform the field survey. ' For the purposed of this report, the term "special -status species" refers to those species that are listed or proposed for listing under the CESA and/or FESA, California Fully Protected Species, plants with a CRPR of 1, 2, or 3, and California Species of Special Concern. It should be noted that "Species of Special Concern" is an administrative designation made by the CDFW and carries no formal legal protection status. However, Section 15380 of the CEQA Guidelines indicates that these species should be included in an analysis of project impacts if they can be shown to meet the criteria of sensitivity outlined therein. \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources Assessment_ Santa Clarita Self-Storage_083019.docx a08/30/19» BIOLOGICAL RESOURCES ASSESSMENT SELF -STORAGE FACILITY IN SANTA CLARITA AUGUST 2019 SOS ANGELES COUNTY, CALIFORNIA SA IIIIIIII • The USFWS Critical Habitat Mapper was reviewed to determine whether critical habitat has been designated within or in the vicinity of the project area (USFWS 2019b). • The USFWS National Wetlands Inventory was reviewed to determine whether any wetlands or surface waters of the United States have been previously -identified in the survey area (USFWS 2019c). In addition to the databases listed above, historic and current aerial imagery, existing environmental reports for developments in the project vicinity, and regional habitat conservation plans and local land use policies related to biological resources were reviewed. A general biological survey of the project area was conducted by LSA Senior Biologist, Bo Gould, on August 12, 2019. The entire project site was surveyed on foot, and all biological resources observed were noted and mapped. Suitable habitat for any species of interest or concern was duly noted, and general site conditions were photographed (refer to Appendix B, Site Photos). The field survey took place on a clear morning with weather conditions conducive to the detection of plant and animal species. 4 \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources Assessment_ Santa Clarita Self-Storage_083019.docx a08/30/19» BIOLOGICAL RESOURCES ASSESSMENT SELF -STORAGE FACILITY IN SANTA CLARITA AUGUST 2019 SOS ANGELES COUNTY, CALIFORNIA SA IIIIIIII This section summarizes the environmental setting and provides further analysis of the data collected in the field. Discussions regarding the existing project site conditions, soils, vegetation communities, potentially occurring special -status biological resources, and habitat connectivity are presented below. The project site consists of a mostly flat, undeveloped lot supporting nonnative grassland and other invasive plant species. The project site is located east of Valley Center Drive, west of Golden Valley Road, and North of Soledad Canyon Road in the City of Santa Clarita, Los Angeles County. The project site currently exists as a disturbed vacant lot with no structures. Ruderal and nonnative grassland vegetation existing on the site appears to be regularly maintained. There are no perennial shrubs or trees within the project site. Much of the soil and vegetation in the project area is disturbed from existing roadways in the immediate vicinity, off -highway vehicles, and human foot traffic. Worn foot paths, litter, and trampling are evident throughout the project site. Habitat in the project area is considered low quality with respect to most of the special -status animal species identified during the literature review and the site is not expected to support any special -status plant species (refer to Appendix C). Only five wildlife species were observed during the August 2019 field survey, including: killdeer (Charadrius vociferous), American crow (Corvus brachyrhynchos), Cassin's kingbird (Tyrannus vociferans), western fence lizard (Sceloporus occidentalis), and European honey bee (Apis mellifera). Multiple killdeer were observed nesting on the gravel adjacent to the project site. Riparian and alluvial scrub habitat exists adjacent to the project area in the Santa Clara River; however, no riparian habitats or wetlands occur within the project site. The project site does not serve as a wildlife migration corridor. Further details regarding specific biological resources are provided in the following subsections. VEGETATION COMMUNITIES UNITIE, AIND LAND COVER TYPES The project site is strictly upland in nature with dominant vegetation consisting of nonnative grassland with patches of mixed herbaceous ruderal/invasive species. Refer to Figure 3 for an overview of mapped vegetation and other land cover types on the project site. Ongoing soil disturbance and the resulting competitive exclusion by invasive nonnative plants limit the potential for native flora to occur on the project site. While several native annual plant species and shrub seedlings were observed on the margins of the project site, no native or special -status vegetation communities exist on the project site. Representative photographs of the project area are presented in Appendix B. A total of 24 vascular plant species were identified within the project site during the August 2019 field survey. A total of 17 (approximately 71 percent) of these plant species represent nonnative taxa, reflecting a high level of disturbance within the project area. See Appendix D for a complete list of species observed on the project site during the field survey. \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources Assessment_ Santa Clarita Self-Storage_083019.docx a08/30/19» BIOLOGICAL RESOURCES ASSESSMENT SELF -STORAGE FACILITY IN SANTA CLARITA AUGUST 2019 SOS ANGELES COUNTY, CALIFORNIA SA IIIIIIII DisturUbe /Ru erall Based on observations during the project area survey, the survey area was recently mowed. Portions of the western survey area also appeared to be disturbed by off -highway vehicles (as evinced by tire ruts). These disturbed/ruderal areas lacked vegetation or were dominated by grassland species or other pioneering plant species including:' common horseweed (Erigeron canadensis), Iamb's quarters* (Chenopodium album), slender wild oat* (Avena barbata), and rattail fescue* (Festuca myuros). Two small areas within the project site were mapped as developed: the northeastern -most corner of the site which contains a paved sidewalk, and a small portion of the interior portion of the site which is overlaid with gravel. om According to the MRCS online soil survey of Antelope Valley Area, two soil types have been mapped within the project area (MRCS 2019). These soil types include: Hanford sandy loam, 0% to 2% slopes, and Metz loamy sand, 0% to 2%slopes. These soil series are discussed in greater detail below. Hanford r sandy ll ann, 0® -t 2® Mopies The Hanford series consists of very deep soils that formed in moderately coarse textured alluvium dominantly from granite and other quartz rocks of similar texture. Hanford soils are on stream bottoms, floodplains, and alluvial fans at elevations of 150 to 3,500 feet. These soils are well drained with negligible to low runoff and moderately rapid permeability. Hanford soils are used for growing a wide range of fruits, vegetables, and general farm crops. They are also used for urban development and dairies. Vegetation in uncultivated areas is mainly annual grasses and associated herbaceous plants. This soil occurs on the southern and southwestern portions of the survey area. (Metz ll army sand, 0® -t 2® Mopies The Metz series consists of very deep soils that formed in alluvial material from mixed, but dominantly sedimentary rocks. They are found on floodplains and alluvial fans at elevations of 25 to 2,500 feet. These soils are somewhat excessively drained with negligible to low runoff and moderately rapid permeability. Some areas are subject to flooding and are protected by dikes and dams. Much of this soil is irrigated and used for growing pasture, hay, truck crops, field crops, and fruit. Vegetation in uncultivated areas is mainly annual grasses and forbs, as well as some willows. This soil composes the northern, northwestern, and eastern portions of the project site. SIPECIAL.-STATUS BIOLOGICAL REU RCE The Santa Clarita region supports various special -status natural communities, plants, and animals. Appendix C provides tables that identify those special -status plant and animal species known to occur or that potentially occur in the vicinity of the project site (based on the literature review and experience in the region) and includes detailed information about each species' habitat and ' An asterisk denotes nonnative species. 6 \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources Assessment_ Santa Clarita Self-Storage_083019.docx a08/30/19» BIOLOGICAL RESOURCES ASSESSMENT SELF -STORAGE FACILITY IN SANTA CLARITA AUGUST 2019 SOS ANGELES COUNTY, CALIFORNIA SA IIIIIIII distribution, State and Federal status designations, and probability of occurrence within the project area. As stated in the methodology section above, the background research included occurrence records from nine USGS topographic quadrangles surrounding the survey area. A nine USGS quadrangle search covers a large, variable geographic and topographic area containing numerous habitat types not found within or around the project site. The following subsections provide specific discussions for special -status natural communities, plant and animal species, and habitats of concern (including critical habitat, jurisdictional aquatic resources, wildlife movement corridors, and regional and local habitat conservation plans). peciat- tatus INatural Communities The CNDDB search identified occurrences of twelve special -status natural communities or conservation areas within the nine -quad search area: California Walnut Woodland, Cismontane Alkali Marsh, Mainland Cherry Forest, Riversidian Alluvial Fan Sage Scrub, Southern California Threespine Stickleback Stream, Southern Coast Live Oak Riparian Forest, Southern Cottonwood Willow Riparian Forest, Southern Mixed Riparian Forest, Southern Riparian Scrub, Southern Sycamore Alder Riparian Woodland, Southern Willow Scrub, and Valley Oak Woodland. Southern Willow Scrub occurs adjacent to the project site within the Santa Clara River. However, no special -status natural communities or conservation areas exist within the project site. peciat- tatus Man is The literature review identified 31 special -status plant species that are known to occur within a nine -quad radius of the project area (refer to Appendix C). The majority of the rare plant species that were identified in the databases have specialized habitat requirements (i.e., they occur on predominantly alkaline soils, woodland, riparian, or wetland habitats, etc.) that do not occur within the project site. Historic anthropogenic disturbances have greatly altered the natural hydrologic regimes and have either eliminated or greatly impacted the pre -settlement habitats needed to support the special - status plant species identified in the CNDDB and CLAPS queries. As such, the specific habitats, soil substrates or "micro -climates" necessary for special -status plant species to occur are absent within the boundaries of the project area. Based on site observations coupled with the habitat suitability analysis, no special -status plant species are expected to occur within the project site. peciat- tatus Aninnais The historic anthropogenic disturbances in the project area and adjacent parcels (i.e., disking, off - highway vehicles, etc.) have greatly altered, eliminated, or impacted the pre -settlement habitats needed to support most of the special -status animal species identified in the CNDDB and USFWS queries (refer to Appendix C). There are no known occurrences of any special -status animal species in the project area, and none were observed during the August 2019 field survey. \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources Assessment_ Santa Clarita Self-Storage_083019.docx a08/30/19» BIOLOGICAL RESOURCES ASSESSMENT SELF -STORAGE FACILITY IN SANTA CLARITA AUGUST 2019 SOS ANGELES COUNTY, CALIFORNIA SA IIIIIIII The project area contains marginal foraging habitat for certain special -status raptors, such as Swainson's hawk (euteo swainsoni) and white-tailed kite (Elanus leucurus); however, due to the lack of perennial shrubs and trees on the project site, potential raptor nesting habitat is absent from the project site and the immediate surroundings. Suitable avian nesting habitat in the project area is limited to that which supports ground -nesting species such as killdeer and horned lark (Eremophila alpestris), or other birds that may nest in the annual herbaceous cover. The evaluation of special -status animal species occurrence within the project area was based on a habitat suitability analysis. It did not include exhaustive surveys to determine their presence or absence, but did include direct observation of on -site and off -site conditions and a review of the CNDDB records documenting recorded occurrence data from the area to conclude whether or not a particular species could be expected to occur. Based on this analysis, it is unlikely that the special - status wildlife species listed in Appendix C occur within the project site. Adverse impacts to special - status wildlife species are not anticipated with the implementation of the recommended pre - construction avoidance measure described in further detail below. The project site is not located within designated critical habitat for any species. Juris ic- icl Aquatic Resources The USFWS NWI does not identify any previously -mapped jurisdictional aquatic resources within the project site and none were observed during the site survey. Soils on site are well -drained, and no further analysis pertaining to jurisdictional aquatic resources is warranted for the proposed project. Wi O-fe Movement and Habitat Connectivity As the project site is highly disturbed, it is unlikely that the site serves as an important corridor for animals moving locally, regionally, or in broader migrations. Migratory bird species may utilize the project area for foraging; however, the usage is likely transient and limited to species that forage over open grassland areas. The project site does not possess any characteristics that would indicate a locally significant stopover point for migratory species including raptors or waterfowl. No known wildlife movement corridors occur within the project site, and the site is surrounded by existing developments and roads. The Santa Clara River, which serves as a regional wildlife movement corridor, is located north of the project site. Il egicl Habitat Conservation (Mans and L cai IP iicies The project site is within the City of Santa Clarita General Plan area, which incorporates policies regarding biological resources in the Conservation and Open Space Element. The project site is within an area that is categorized as developed and is not located within a designated HCP reserve area or other sensitive conservation area identified by State, regional, or local plans. The project area is adjacent to the Santa Clara River, which is a Los Angeles County Significant Ecological Area (SEA); however, the project site lacks vegetation associated with the SEA and consists only of disturbed/ruderal vegetation cover. 8 \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources Assessment_ Santa Clarita Self-Storage_083019.docx a08/30/19» BIOLOGICAL RESOURCES ASSESSMENT SELF -STORAGE FACILITY IN SANTA CLARITA AUGUST 2019 SOS ANGELES COUNTY, CALIFORNIA SA IIIIIIII IMPACT FINDINGS The following impact assessment is intended to support the CEQA review process. The project as proposed by the applicant, coupled with LSA's survey results and review of biological literature, provided the basis for this analysis. The impact discussion below addresses the range of impacts that would result from the proposed project, as well as a recommended pre -construction avoidance measure that would avoid potential direct and indirect impacts on nesting birds. peciat- tatus Species No special -status plant species are expected to occur within the project area or to be adversely affected by the proposed project. No special -status animal species have a moderate or high probability of occurrence within the project area, and no special -status species were observed within or adjacent to the project site during the August 2019 survey. Though the project site does not include nesting habitat for raptors or other tree -nesting species, the site does contain suitable nesting habitat for ground -nesting birds and for other birds that are protected while nesting under the California Fish and Game Code. Suitable nesting habitat for a wide variety of bird species exists adjacent to the project site, particularly north of the project site within vegetation associated with the Santa Clara River. Construction activities that occur during the nesting bird season (typically February 15 through September 1) have potential to result in the direct or indirect take of nesting birds. Direct impacts could occur during project construction activities if birds are nesting on the site. There is also potential for birds nesting adjacent to the project site to be indirectly affected during construction activities through increased noise, vibration, lighting, and dust. Such indirect disturbance has the potential to affect foraging patterns and disorient common and special -status bird species that have the potential of occurring in adjacent habitat areas. Adverse impacts to nesting birds, including special -status bird species, are not anticipated with the implementation of the recommended pre -construction avoidance measure described in further detail below. Increased anthropogenic disturbance and waste (e.g., litter) during and following project construction could also attract predators of special -status species to the project vicinity. Given that (1) the project is situated at a higher grade than most habitat associated with the Santa Clara River, (2) there is spatial separation between proposed structures and existing riparian habitat to the north of the project site, (3) the project is sited in close proximity to existing commercial developments, and (4) operational lighting would have minimal spill into adjacent habitats, long-term significant indirect effects to special -status species are not anticipated. Indirect temporary effects on hydrology and water quality could occur during construction. Such effects include a potential increase in erosion and sediment transport into adjacent or downstream aquatic areas. Chemical spills or leaks of fuel, transmission fluid, lubricating oil, or motor oil from construction equipment could also contaminate waters and degrade their quality. These potential indirect effects to hydrology and water quality would be avoided or substantially minimized through \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources Assessment_ Santa Clarita Self-Storage_083019.docx a08/30/19» BIOLOGICAL RESOURCES ASSESSMENT SELF -STORAGE FACILITY IN SANTA CLARITA AUGUST 2019 SOS ANGELES COUNTY, CALIFORNIA SA IIIIIIII the implementation of best management practices (BMPs), project design features, and a water quality management plan and/or a storm water pollution and prevention plan. As such, significant indirect impacts to water quality —and any aquatic species occurring in adjacent aquatic habitats — are not anticipated. Impacts to special -status species are considered less than significant, and no mitigation is required. The proposed project would not result in any impacts to designated critical habitat, and no mitigation is required. Juris ic- i l Aquatic Resources The proposed project would not result in any impacts to jurisdictional aquatic resources, and no mitigation is required. i ii ii'fe IM vennen't and Habitat Connectivity The wildlife species that occur in the project vicinity are adapted to the urban-wildland interface, and the project would not introduce new affects to the area. The noise, vibration, light, dust, or human disturbance within construction areas would only temporarily deter wildlife from using areas in the immediate vicinity of construction activities. These indirect effects could temporarily alter migration behaviors, territories, or foraging habitats in select areas. However, because these are temporary effects, it is likely that wildlife already living and moving in close proximity to urban development would alter their normal functions for the duration of the project construction and then re-establish these functions once all temporary construction effects have been removed. The proposed project would not place any permanent barriers within any known wildlife movement corridors or interfere with habitat connectivity. The impact is considered less than significant, and no mitigation is required. IRegi l Habitat Conservation IMans and Lcl IP iicies The project site does not contain vegetation associated with the adjacent Santa Clara River SEA, and the site is within an area zoned for development. Project implementation would not conflict with any regional conservation plan or local policies related to biological resources. RECOMMENDED IPIRE.-COINSTIRUCTIOIN AVOIDANCE IMEA, DIRE, If vegetation removal, construction, or grading activities are planned to occur within the active nesting bird season (February 15 through September 1), a qualified biologist shall conduct a preconstruction nesting bird survey no more than 3 days prior to the start of such activities. The nesting bird survey shall include the project site and areas immediately adjacent to the site that could potentially be affected by project -related activities such as noise, vibration, increased human activity, and dust, etc. For any active nest(s) identified, the qualified biologist shall establish an appropriate buffer zone around the active nest(s). The appropriate buffer shall be determined by the qualified biologist based on species, location, and the nature of the proposed activities. Project activities shall be avoided within the buffer zone until the nest is deemed no longer active by the qualified biologist. 10 \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources Assessment_ Santa Clarita Self-Storage_083019.docx a08/30/19» BIOLOGICAL RESOURCES ASSESSMENT SELF -STORAGE FACILITY IN SANTA CLARITA AUGUST 2019 SOS ANGELES COUNTY, CALIFORNIA SA IIIIIIII The project area consists entirely of ruderal, mostly nonnative vegetation as well as a few barren areas. Due to ongoing vegetation control (e.g., disking) along with the proximity to existing urban development, the site is highly disturbed. Based on field observations coupled with the habitat suitability analysis conducted for this assessment, the proposed project is not anticipated to impact any special -status plants, wildlife, natural communities, or other habitats of concern. While the site contains habitat for ground -nesting bird species and the site is adjacent to areas that contain habitat for a variety of birds that are protected while nesting under the California Fish and Game Code, the implementation of the recommended avoidance measures would ensure consistency with applicable resource agency policies and regulations related to biological resources. 11 \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources Assessment_ Santa Clarita Self-Storage_083019.docx a08/30/19» BIOLOGICAL RESOURCES ASSESSMENT SELF -STORAGE FACILITY IN SANTA CLARITA AUGUST 2019 SOS ANGELES COUNTY, CALIFORNIA SA IIIIIIII WH EW EWE E ES Baldwin, B.G., D.H. Goldman, D.J. Keil, R. Patterson, T.J. Rosatti, and D.H. Wilken, editors. 2012. The Jepson manual: vascular plants of California, second edition. University of California Press, Berkeley. California Native Plant Society (CLAPS). 2019. Inventory of Rare and Endangered Plants (online edition v8). Available at: http://cnps.org/cnps/rareplants/inventory/. August 2019. City of Santa Clarita, County of Los Angeles. 2019. City of Santa Clarita General Plan, Conservation and Open Space Element. June 2011. City of Santa Clarita, County of Los Angeles. 2019. City of Santa Clarita Zoning Map. December 2018. Available at https://www.santa-clarita.com/Home/ShowDocument?id=16336 California Department of Fish and Wildlife (CDFW). 2019a. California Natural Diversity Data Base (CNDDB). Special Animals List. August 2019. Periodic publication. 65 pp. 2019b. State of California, Department of Fish and Wildlife Biogeographic Data Branch. California Natural Diversity Database (CNDDB). Rarefind Version 5. August 2019. Rarefind query of the USGS 7.5-minute quads nine -quad review area — Gosford, Rosedale, Oildale, Oil Center, Lamont, Weed Patch, Conner, Millux, and Stevens, and GIS query of occurrences within a 5-mile buffer (project vicinity). Natural Resource Conservation Service (MRCS). 2019. Soil Survey Antelope Valley Area. Available at https://www. nres.usda.gov/Internet/FSE—MAN USCRIPTS/california/antelopevalleyCA1970/a me I o peva I I eyCA1970. pdf United States Fish and Wildlife Service (USFWS). 2019a. Environmental Conservation Online System (ECOS). Information for Planning and Conservation (IPaC) Trust Resources Report. August 2019. Available at: http://ecos.fws.gov/ecp/ 2019b. USFWS Critical Habitat Mapper. Available at: http://ecos.fws.gov/crithab/. August 2019. 2019c. USFWS National Wetlands Inventory (NWI), Online Mapper Tool. Available at: https://www.fws.gov/wetlands/data/Mapper.html 12 \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources Assessment_ Santa Clarita Self-Storage_083019.docx a08/30/19» BIOLOGICAL RESOURCES ASSESSMENT SELF -STORAGE FACILITY IN SANTA CLARITA AUGUST 2019 SOS ANGELES COUNTY, CALIFORNIA SA IIIIIIII A-1 \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources Assessment_ Santa Clarita Self-Storage_083019.docx a08/30/19» III LEGEND FIGURE 1 Project Location N 1000 2000 FEET SOURCE: USGS 7.5' Quad - Newhall (1995), CA Santa Clarita Self -Storage Regional and Project Location I:\HRP1901\GIS\MXD\ProjectLocation_USGS.mxd (8/27/2019) m m N pe®a Rellefl uaPl®J i----- ------- -- ------------------ --- 1"-- — — -- -- — - / -�� - - - 1 - f I I 'T T n 1 I e � .pb A -al mdl Pb T. dLj ID IL I 9 b N� � Yea of c 9 Y Ilb Il 9 05� n wetr.9l oOE 2 ��J U � � \ / R - ca I N U tV cu C W C.71 fB a d D O cu Cu O a ki a C O v a` -�o l7 III LEGEND FIGURE 3 I 0 50 100 FEET SOURCE: Nearmap (6/28/2019) Project Location Vegetation Developed Ruderal Grassland Santa Clarita Self -Storage Vegetation I:\HRP1901\GIS\MXD\Vegetation.mxd (8/27/2019) BIOLOGICAL RESOURCES ASSESSMENT SELF -STORAGE FACILITY IN SANTA CLARITA AUGUST 2019 SOS ANGELES COUNTY, CALIFORNIA SA IIIIIIII FIEPFIESENTATIVE SITE PIAOTOS B-1 \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources Assessment_ Santa Clarita Self-Storage_083019.docx a08/30/19» Site overview taken facing southwest near the intersection of Valley Center Drive and Golden Valley Road. The project site consists of regularly -maintained nonnative annual grassland vegetation and barren areas. August 12, 2019. Photo taken facing east at the southwestern edge of the project site. August 12, 2019. APPENDIX B (Sheet 1 of 3) Self -Storage Facility in Santa Clarita Site Photographs I:\HRP1901\G\Site_Photos_3pg.cdr(8/15/2019) Photo taken facing northeast along Valley Center Drive, near the southwestern project site boundaries. August 12, 2019. A group of killdeer (Charadrius vociferus) were observed with at least one active nest on gravel adjacent to the southern project site boundaries during the August 12, 2019 site survey. APPENDIX B (Sheet 2 of 3) Self -Storage Facility in Santa Clarita Site Photographs I:\HRP1901\G\Site_Photos_3pg.cdr(8/15/2019) Overview of the northwestern portion of the project site, facing east. August 12, 2019. View of the Santa Clara River, north of the project site beyond Valley Center Drive. August 12, 2019. 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An asterisk (*) denotes that the species is not native to the project area. Amaranthaceae Amaranth Family * Amaranthus albus Tumbling pigweed Asteraceae Sunflower Family Ambrosia acanthicarpa Annual bur -sage Artemisia californica California sagebrush * Centaurea melitensis Tocalote Erigeron canadensis Common horseweed Helianthus annus Western sunflower Heterotheca grandiflora Telegraph weed * Lactuca serriola Prickly lettuce Boraginaceae Borage Family Heliotropium curassavicum Salt heliotrope Brassicaceae Mustard Family * Hirschfeldia incana Shortpod mustard Chenopodiaceae Goosefoot Family * Chenopodium album Lamb's quarters * Chenopodium berlandieri Pitseed goosefoot * Salsola tragus Russian -thistle Euphorbiaceae Spurge Family * Euphorbia maculate Spotted spurge Fabaceae Legume Family Acmispon americanus Spanish clover Geraniaceae Geranium Family * Erodium cicutarium Redstem filaree Malvaceae Mallow Family * Malva parviflora Cheeseweed Zygophyllaceae Caltrop Family * Tribulus terrestris Puncture vine D-2 \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources AssessmenY_Santa Clarita Self-Storage_083019.docx a08/30/19» BIOLOGICAL RESOURCES ASSESSMENT AUGUST 2019 Poaceae * Avena barbata * Avena sotiva * eromus madritensis * Cynodon dactylon * Festuca myuros * Hordeum murinum SELF -STORAGE FACILITY IN SANTA CLARITA SOS ANGELES COUNTY, CALIFORNIA SA IIIIIIII Grass Family Slender wild oat Common oat Red brome Bermuda grass Rattail fescue Foxtail barley D-3 \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources AssessmenY_Santa Clarita Self-Storage_083019.docx a08/30/19» BIOLOGICAL RESOURCES ASSESSMENT SELF -STORAGE FACILITY IN SANTA CLARITA AUGUST 2019 SOS ANGELES COUNTY, CALIFORNIA SA IIIIIIII ANIMAL SPECIES OBSEFIVED The following animal species were observed within or near the project site during the August 12, 2019 site survey. An asterisk (*) denotes that the species is not native to the project area. Apidae * Apis mellifera Phrynosomatidae Sceloporus occidentalis Charadriidae Charadrius vociferus Tyrannidae Tyrannus vociferans Corvidae Corvus brachyrhynchos BEES, ANTS, and WASIPS Bees European honey bee IR IE PTII IL.II," Phrynosomatid Lizards Western fence lizard Ifs II IR III Plovers and Lapwings Killdeer Tyrant Flycatchers Cassin's kingbird Crows and Jays American crow D-4 \\vcorpl2\projects\HRP1901-Santa Clarita Self-Storage\Bio\Draft Biological Resources AssessmenY_Santa Clarita Self-Storage_083019.docx a08/30/19» APPENDIX C Cultural Resource Letter (South Central Coastal Information Center) South Central Coastal Information Center California State University, Fullerton Department of Anthropology MH-426 800 North State College Boulevard Fullerton, CA 92834-6846 657.278.5395 California Historical Resources Information System Los Angeles, Orange, Ventura and San Bernardino Counties sccic@fullerton.edu 6/6/2020 Jenny Mailhot EcoTierra Consulting 633 W 5th Street, 26th Floor Los Angeles, CA 90071 SCCIC File #: 21257.7348 Re: Records Search Results for the 26639 Valley Center Drive Project, in the City of Santa Clarita, California 92351 The South Central Coastal Information Center received your records search request for the project area referenced above, located on the Newhall and Mint Canyon, CA USGS 7.5' quadrangles. The following summary reflects the results of the records search for the project area and a %-mile radius. The search includes a review of all recorded archaeological and built -environment resources as well as a review of cultural resource reports on file. In addition, the California Points of Historical Interest (SPHI), the California Historical Landmarks (SHL), the California Register of Historical Resources (CAL REG), the National Register of Historic Places (NRHP), and the California State Built Environment Resources Directory (BERD) listings were reviewed for the above referenced project site and a %-mile radius. Due to the sensitive nature of cultural resources, archaeological site locations are not released. RECORDS SEARCH RESULTS SUMMARY Archaeological Resources* Within project area: 0 (*see Recommendations section) Within project radius: 6 Built -Environment Resources Within project area: 0 Within project radius: 1 Reports and Studies Within project area: 4 Within project radius: 21 OHP Built Environment Resources Within project area: 0 Directory (BERD) 2019 Within %-mile radius: 0 California Points of Historical Within project area: 0 Interest (SPHI) 2019 Within %-mile radius: 0 California Historical Landmarks Within project area: 0 (SHL) 2019 Within %-mile radius: 0 California Register of Historical Within project area: 0 Resources (CAL REG) 2019 Within %-mile radius: 0 National Register of Historic Places Within project area: 0 (NRHP) 2019 Within %-mile radius: 0 Archaeological Determinations of Within project area: 0 Eligibility (ADOE): 2012 Within project radius: 1 HISTORIC MAP REVIEW — The San Fernando (1924, 1929, 1940) and Santa Susana (1903, 1941) 15' USGS historic maps indicated that in 1903 there were two improved roads and one unimproved road present in the area. The project area was within Soledad Canyon. The Santa Clara River and the Southern Pacific Railroad were present and ran through the search radius. In 1924, the river and railroad were still present along with two buildings and three roads. There was an area known as Honby to the East of the project area. These features were still present in 1929. In 1940 and 1941 there was a creek running along the Santa Clarita River Wash. There was increased development in Honby. Present day Soledad Canyon Road ran parallel to the Southern Pacific Railroad. RECOMMENDATIONS *When we report that no archaeological resources are recorded in your project area or within a specified radius around the project area; that does not necessarily mean that nothing is there. It may simply mean that the area has not been studied and/or that no information regarding the archaeological sensitivity of the property has been filed at this office. The reported records search result does not preclude the possibility that surface or buried artifacts might be found during a survey of the property or ground -disturbing activities. Four previous studies included the project site within their search boundaries, but no previous studies specifically looked at the cultural sensitivity of the project site. Therefore, it is recommended that a qualified archaeological consultant be retained to survey the property for cultural resources prior to the approval of project plans. It is also recommended that the Native American Heritage Commission be consulted to identify if any additional traditional cultural properties or other sacred sites are known to be in the area. The NAHC may also refer you to local tribes with particular knowledge of potential sensitivity. The NAHC and local tribes may offer additional recommendations to what is provided here and may request an archaeological monitor during ground -disturbing activities or additional research. For your convenience, you may find a professional consultant**at www.chrisinfo.org. Any resulting reports by the qualified consultant should be submitted to the South Central Coastal Information Center as soon as possible. **The SCCIC does not endorse any particular consultant and makes no claims about the qualifications of any person listed. Each consultant on this list self -reports that they meet current professional standards. If you have any questions regarding the results presented herein, please contact the office at 657.278.5395 Monday through Thursday 9:00 am to 3:30 pm. Should you require any additional information for the above referenced project, reference the SCCIC number listed above when making inquiries. Requests made after initial invoicing will result in the preparation of a separate invoice. Thank you for using the California Historical IlResources Information System, Michelle Galaz Assistant Coordinator Due to processing delays and other factors, not all of the historical resource reports and resource records that have been submitted to the Office of Historic Preservation are available via this records search. Additional information may be available through the federal, state, and local agencies that produced or paid for historical resource management work in the search area. Additionally, Native American tribes have historical resource information not in the California Historical Resources Information System (CHRIS) Inventory, and you should contact the California Native American Heritage Commission for information on local/regional tribal contacts. The California Office of Historic Preservation (OHP) contracts with the California Historical Resources Information System's (CHRIS) regional Information Centers (ICs) to maintain information in the CHRIS inventory and make it available to local, state, and federal agencies, cultural resource professionals, Native American tribes, researchers, and the public. Recommendations made by IC coordinators or their staff regarding the interpretation and application of this information are advisory only. Such recommendations do not necessarily represent the evaluation or opinion of the State Historic Preservation Officer in carrying out the OHP's regulatory authority under federal and state law. APPENDIX D Energy Data APPENDIX D ENERGY CALCULATION WORKSHEETS METHODOLOGY Master Case No. 19-089 Energy Calculation Worksheets CONSTRUCTION Construction electricity was estimated for lighting and construction equipment that would use electricity as an alternative to diesel fuel and for water usage from dust control. Calculations assumptions were based on CalEEMod (Version 2016.3.2) models prepared forthe air quality and greenhouse gas emissions analyses presented in the IS/MND. CalEEMod is a state -approved emissions model that, in addition to outputting emissions, also provides for estimation of annual electricity, natural gas, and water use. Electricity demand by construction equipment was estimated using default horsepower and load factors from CalEEMod and Project -specific construction schedules and hours for a diesel generator. As SCAQMD recommends the use of electricity from LADWP instead of diesel generators, the equivalent use of electrical power was assumed for the Project. Construction activities typically do not involve the consumption of natural gas; therefore, consumption of natural gas during construction is not an energy demand that requires quantification or analysis. Because the Project Site is currently undeveloped, construction of the Project would not require haul trips. Fuel consumption from construction worker and vendor trips was calculated using the trip rates and distances provided in the CalEEMod construction output files. Total VMT was then calculated for each type of construction -related trip and divided by the corresponding county - specific miles per gallon factor determined by CARB's EMFAC2017 model for 2021 (the construction start year). EMFAC provides the total annual VMT and fuel consumed for each type of vehicle. CalEEMod default trip lengths were used for worker commutes and vendor trips. Consistent with CalEEMod, construction worker trips were assumed to include a mix of light duty gasoline automobiles and light duty gasoline trucks. Construction vendor trucks were assumed to be heavy-duty diesel trucks. OPERATION Annual consumption of electricity (including electricity usage associated with the supply and conveyance of water) and natural gas from Project operation was calculated using demand factors provided in CalEEMod, which are based on the 2016 Title 24 standards and went into effect on January 1, 2017. The CEC estimated that the 2016 Title 24 standards are 28 percent more efficient than the 2013 Title 24 standards for residential construction and five percent more efficient for non-residential construction.' The Project's estimated energy demands were also analyzed relative to LADWP's and SoCalGas' existing and planned energy supplies in 2022 (i.e., the Project buildout year) to determine if these two energy utility companies would be able to meet the Project's energy demands. The California Energy Commission, 2016 Building Energy Efficiency Standards Adoption Hearing presentation, June 10, 2015. Master Case No. 19-089 Energy Calculation Worksheets assessment also includes a discussion of the Project's compliance with relevant energy -related regulations that would require the Project to incorporate energy and water efficiency designs. Energy impacts associated with transportation during operation were also assessed. Energy demand due to the transportation of employees and visitors to and from the Project Site was estimated according to the annual VMT associated with the Project as calculated by CalEEMod based on the predicted number of trips to and from the Project Site obtained from the Project - specific Traffic Report. Due to the different programming and input capabilities of the City's VMT Calculator, the Project -specific VMT generated by the VMT Calculator may vary from the VMT calculated by CalEEMod. The Traffic Report and the analysis of transportation -related impacts presented in the IS/MND are required to utilize the VMT values determined by the City's VMT Calculator, however, in order to provide the most conservative analysis of greenhouse gas emissions for the Project, the analysis of greenhouse gas emissions presented in the IS/MND utilizes the estimated annual VMT as calculated by CalEEMod. Therefore, in order to remain consistent with the conservative greenhouse gas emissions analysis, the analysis of energy impacts in IS/MND utilizes the estimated annual VMT as calculated by CalEEMod and not as analyzed by the City's VMT Calculator. Based on this annual VMT, gasoline and diesel consumption rates were calculated using the county -specific miles per gallon for 2022 (the Project's buildout year) as determined by EMFAC2017. The vehicle fleet mix for vehicles anticipated to visit the Project Site was calculated consistent with the CalEEMod default for Los Angeles County. Operational energy impacts were assessed based on the increase in energy demand compared to existing conditions. Under CEQA, the existing environmental setting for an IS/MND is generally established at or around the time that the Notice of Preparation (NOP) for the EIR is published. As stated above, the net change in operational energy demand is based on the difference between the existing Project Site energy demand and the energy demand of the Project at full buildout. CONSTRUCTION Master Case No. 19-089 Energy Calculation Worksheets CONSTRUCTION ELECTRICITY CONSUMPTION FROM WATER USAGE Daily Associated Duration Acreage Associated Electricity Phase (days) Disturb dl Water (gaIf (kWh)3 Site Preparation 3 1.5 13,590 136 Grading 6 0.5 9,060 91 Building Construction 220 0 0 0 Paving 10 0 0 0 Architectural Coating 16 0 0 0 Total 22,650 227 Notes: gal = gallons; kWh = kilowatt hours 1 Based on the project -specific total acreage disturbed during each phase of construction (see the CalEEMod data sheets prepared for the air quality and greenhouse gas analyses) divided by the number of days for that phase. 2 Water associated with dust control is based on an application rate of 3,020 gal/acre/day. Source: Air & Waste Management Association, Air Pollution Engineering Manual (1992 Edition). 3 Each gallon of delivered water for outdoor use in Southern California is associated with 0.009727 kWh of electricity. Source: CalEEMod. Source (table): EcoTierra Consulting, Inc., 2020. CONSTRUCTION ELECTRICITY CONSUMPTION FROM EQUIPMENT (GENERATOR EQUIVALENCY) Generator1 Horse Power (kW) 84 Typical Load (%) 74 Average Output (kW) 62.16 Daily Usage (hours) 8 Average Daily Output (kWh/day) 497.28 Building Construction Duration (days) 220 Total (kWh) 109,402 Notes: kW = kilowatt; % = percent); kWh/day = kilowatt hours per day 1 Horse power rating, load factor, daily usage hours information is based on project -specific equipment assumptions contained in the CalEEMod sheets prepared for the air quality and greenhouse gas analyses. Source (table): EcoTierra Consulting, Inc., 2020. CONSTRUCTION ELECTRICITY CONSUMPTION FROM CONSTRUCTION TRAILER Land Use Size (sf) Electricity (kWh/yr)1 Construction Project Electricity (kWh) Duration(yr) General Office 1,000 12,990 0.86 9,075 Notes: sf = square -feet; kWh/yr = kilowatt-hours per year CalEEMod used to determine annual consumption rate of electricity for "General Office" category. Source (table): EcoTierra Consulting, Inc., 2020. Subtotal Water 227 kWh Subtotal Generator 109,402 kWh Subtotal Trailer 9,075 kWh tl;:Aad�, �;: 11 ,' "�':II"p.,ll':��° III;: III :�� ec ftiI"k:"II"t'y 1..1..8, 117' <1:W O 00 O N Ln O O h m o0 N to N 00 r-I M N 00 R*^ M N M l0 O l0 1- M m Ln 00 N l0 I� O n Ln M n M M M M 00 In l0 7 M R* M r-I O O R* M R* N M n O 01 01 L r O Co O O O O O O O O O l0 M M M l0 l0 l0 N N N N N r-I r-IO 7 6 L m a) '~ r-I 00 1, r-I O n Ql O R* n U-) l0 N l0 00 1, 00 ++ (gyp R* R* M R* R* M N N n M R* Ln R* M M M R* 0 01 L I? a) I? O r14 Ln 00 l0 M 00 r-I R*Ol N M N DO DO Ol a) r-I M r-I 00 Ol 00 a)r-I N t �. 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C �' fL6 `1 a1 O a1 a1 D a1 O C O p Gl O JO a) II i a t U U a a +m + a1 U Z 0p 0 0 0 m 0 f0 a1 t0 c a1 V) CO V) V) r-q V) CO Q_ m> L �> J O a Z 1 ri N M R* Ln l0 n cif APPENDIX E Paleontological Records Search Letter Cultural History Museurn of Los Angeles County goo Exposition Boulevard Los Angeles, CA 90007 te1213-763.DIIN0 www,nhm,org Vertebrate Paleontology Section Telephone: (213) 763-3325 e-mail: smcleod@nhm.org 19 March 2020 EcoTierra Consulting 633 West 5th Street, 26th Floor Los Angeles, CA 90071 Attn: Jenny Mailhot, Project Manager re: Vertebrate Paleontology Records Check for paleontological resources for the proposed Neighborhood Self Storage Project, in the City of Santa Clarita, Los Angeles County, project Dear Jenny: I have conducted a thorough search of our paleontology collection records for the locality and specimen data for the proposed Neighborhood Self Storage Project, in the City of Santa Clarita, Los Angeles County, project as outlined on the portion of the Newhall USGS topographic quadrangle map that you sent to me via e-mail on 6 March 2020. We do not have any vertebrate fossil localities that lie directly within the proposed project area boundaries, but we do have localities nearby from the same sedimentary deposits that probably occur at depth in the proposed project area. In the entire proposed project area there are surface deposits of younger Quaternary Alluvium, derived either as alluvial fan deposits from the surrounding hills via the drainages leading into the Santa Clara River or from overflow deposits from the Santa Clara River that currently flows immediately to the north. These younger Quaternary deposits usually do not contain significant vertebrate fossils in the very uppermost layers, but they may be underlain at relatively shallow depth by older sedimentary deposits that do contain significant fossil vertebrate remains. In the more elevated terrain on both sides of Soledad Canyon there are exposures of the Plio-Pleistocene Saugus Formation. Our closest vertebrate fossil localities from the Saugus Formation are LACM 7988 and 7989, just northeast of the proposed project area in nsp Hui or*r, discovery aiid respriisibi y for our Nltu¢nll and sulwiaV wod s, two drainages on the north side of Soledad Canyon leading into the Santa Clara River, that produced fossil specimens of finch, Fringillidae, pocket mouse, Heteromyidae, squirrel, Sciuridae, pocket gopher, Thomomys, and deer mouse, Peromyscus hagermanensis, obtained from screen -washed sediment samples. Our next closest vertebrate fossil localities from the Saugus Formation, or possibly the older Quaternary sediments, are LACM 6803-6804, just south of due west of the proposed project area south of Bouquet Junction on the east side of Bouquet Canyon Road, that produced fossil specimens of camel, Camelidae, and horse, Equus. Farther northwest of the proposed project area, between Wayside Canyon and San Francisquito Canyon, our Saugus Formation locality LACM 6871 produced fossil specimens of dog, Canidae, in addition to horse, Equus. Shallow excavations in the younger Quaternary alluvial deposits exposed throughout the project area probably will not encounter significant fossil vertebrate remains. Deeper excavations that extend down into older sedimentary deposits, however, may well uncover significant vertebrate fossils. Any substantial excavations in the proposed project area, therefore, should be monitored closely to quickly and professionally recover any fossil remains while not impeding development. Also, sediment samples should be collected and processed to determine the small fossil potential in the proposed project area. Any fossils recovered during mitigation should be deposited in an accredited and permanent scientific institution for the benefit of current and future generations. This records search covers only the vertebrate paleontology records of the Natural History Museum of Los Angeles County. It is not intended to be a thorough paleontological survey of the proposed project area covering other institutional records, a literature survey, or any potential on -site survey. Sincerely, Samuel A. McLeod, Ph.D. Vertebrate Paleontology enclosure: invoice APPENDIX F Noise and Vibration Memorandum (LSA) DATE: June 12, 2020 To: Nicole Dubois, Project Manager FROM: J.T. Stephens, Senior Noise Specialist SuaJEcr: Noise and Vibration Impact Analysis: Santa Clarita Self -Storage Project INTRODUCTION AIND PROJECT DESCRIPTION This noise and vibration impact analysis has been prepared to evaluate the potential impacts associated with the proposed Santa Clarita Self -Storage Project (proposed project) in the City of Santa Clarita (City), Los Angeles County, California. This report is intended to satisfy the City's requirement for a project -specific noise and vibration impact analysis and examines the impacts of to the proposed noise -sensitive uses on the project site together with the project design features and standard conditions. Future noise level impacts are based on the noise measurement data gathered in the vicinity of the project site (from August 13, 2019, to August 14, 2019), modeled traffic volumes (Transportation Impact Study, Linscott, Law, and Greenspan, Engineers, March 8, 2019), and calculated stationary source noise levels to properly account for the impacts associated with the proposed self -storage project. Location and Description The project site is located at the southwest corner of the Golden Valley Road and Valley Center Drive intersection in the City of Santa Clarita. Figure 1, below, shows the proposed project location. The proposed project includes the development of a three-story self —storage facility of approximately 157,500 square feet (sf) of building area and 1,200 storage units on a 2.26-acre project site. The project would provide 21 parking spaces (two handicapped -accessible spaces, four loading spaces, and 15 standard parking spaces) with vehicular access on Valley Center Drive for customers and the on -site manager. Figure 2, also below, shows the site plan. METHODOLOGY The evaluation of noise impacts associated with the proposed project includes the following: • A determination of the short-term construction noise and vibration levels at off -site noise sensitive uses and comparison to the City's General Plan and Municipal Code Ordinance requirements; 20 Executive Park, Suite 200, Irvine, California 92614 949.553.0666 www.Isa.net . LEGEND FIGURE 1 Project Location N 0 50 100 FEET SOURCE: Nearmap (6/28/2019); James Goodman Architecture (8/9/2019) Santa Clarita Self -Storage Project Location and Vicinity I:\HRP1901\GIS\MXD\ProjectLocation.mxd (8/19/2019) v Q 0 CD v E w U 0 z w� o LL 0 J • A determination of the long-term noise levels at off -site noise sensitive uses and comparison of those levels to the City's pertinent noise standards; and • A determination of required mitigation measures, such as noise barriers, to reduce long-term noise impacts from all sources CHARACTERISTICS F SOUND Noise is usually defined as unwanted sound. Noise consists of any sound that may produce physiological or psychological damage and/or interfere with communication, work, rest, recreation, and sleep. To the human ear, sound has two significant characteristics: pitch and loudness. Pitch is generally an annoyance, while loudness can affect the ability to hear. Pitch is the number of complete vibrations, or cycles per second, of a wave resulting in the tone's range from high to low. Loudness is the strength of a sound that describes a noisy or quiet environment and is measured by the amplitude of the sound wave. Loudness is determined by the intensity of the sound waves combined with the reception characteristics of the human ear. Sound intensity refers to how hard the sound wave strikes an object, which in turn produces the sound's effect. This characteristic of sound can be precisely measured with instruments. The analysis of a project defines the noise environment of the project area in terms of sound intensity and its effect on adjacent sensitive land uses. Measurement t f Sound Sound intensity is measured through the A -weighted scale to correct for the relative frequency response of the human ear. That is, an A -weighted noise level de-emphasizes low and very high frequencies of sound similar to the human ear's de -emphasis of these frequencies. Unlike linear units (e.g., inches or pounds), decibels are measured on a logarithmic scale representing points on a sharply rising curve. For example, 10 decibels (dB) is 10 times more intense than 1 dB, 20 dB is 100 times more intense than 1 dB, and 30 dB is 1,000 times more intense than 1 dB. Thirty decibels (30 dB) represent 1,000 times as much acoustic energy as 1 dB. The decibel scale increases as the square of the change, representing the sound pressure energy. A sound as soft as human breathing is about 10 times greater than 0 dB. The decibel system of measuring sound gives a rough connection between the physical intensity of sound and its perceived loudness to the human ear. A 10 dB increase in sound level is perceived by the human ear as only a doubling of the loudness of the sound. Ambient sounds generally range from 30 dB (very quiet) to 100 dB (very loud). Sound levels are generated from a source, and their decibel level decreases as the distance from that source increases. Sound dissipates exponentially with distance from the noise source. For a single -point source, sound levels decrease approximately 6 dB for each doubling of distance from the source. This drop-off rate is appropriate for noise generated by stationary equipment. If noise is produced by a line source (e.g., highway traffic or railroad operations), the sound decreases 3 dB for each doubling of distance in a hard site environment. Similarly, line sources with intervening absorptive vegetation or line sources that are located at a great distance to the receptor would decrease 4.5 dB for each doubling of distance. 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx» 4 J There are many ways to rate noise for various time periods, but an appropriate rating of ambient noise affecting humans also accounts for the annoying effects of sound. The equivalent continuous sound level (Leq) is the total sound energy of time -varying noise over a sample period. However, the predominant rating scales for human communities in the State of California are the Leq and Community Noise Equivalent Level (CNEL) or the day -night average noise level (Ldn) based on A -weighted decibels (dBA). CNEL is the time -varying noise over a 24-hour period, with a 5 dBA weighting factor applied to the hourly Leq for noises occurring from 7:00 p.m. to 10:00 p.m. (defined as relaxation hours), and a 10 dBA weighting factor applied to noises occurring from 10:00 p.m. to 7:00 a.m. (defined as sleeping hours). Ldn is similar to the CNEL scale but without the adjustment for events occurring during the evening hours. CNEL and Ldn are within 1 dBA of each other and are normally interchangeable. The City uses the CNEL noise scale for long-term noise impact assessment. Other noise rating scales of importance when assessing the annoyance factor include the maximum instantaneous noise level (Lmax), which is the highest exponential time -averaged sound level that occurs during a stated time period. The noise environments discussed in this analysis for short-term noise impacts are specified in terms of maximum levels denoted by Lmax, which reflects peak operating conditions and addresses the annoying aspects of intermittent noise. It is often used together with another noise scale or noise standards in terms of percentile noise levels in noise ordinances for enforcement purposes. For example, the L10 noise level represents the noise level exceeded 10 percent of the time during a stated period. The Lso noise level represents the median noise level (i.e., half the time the noise level exceeds this level, and half the time it is less than this level). The L90 noise level represents the noise level exceeded 90 percent of the time and is considered the background noise level during a monitoring period. For a relatively constant noise source, the Leq and Lso are approximately the same. Noise impacts can be described in three categories. The first category is audible impacts that refer to increases in noise levels noticeable to humans. Audible increases in noise levels generally refer to a change of 3.0 dB or greater because this level has been found to be barely perceptible in exterior environments. The second category, potentially audible, refers to a change in the noise level between 1.0 and 3.0 dB. This range of noise levels has been found to be noticeable only in laboratory environments. The last category is changes in noise levels of less than 1.0 dB, which are inaudible to the human ear. Only audible changes in existing ambient or background noise levels are considered potentially significant. IPhysi i gicai Effects of Noise Physical damage to human hearing begins at prolonged exposure to noise levels higher than 85 dBA. Exposure to high noise levels affects the entire system, with prolonged noise exposure in excess of 75 dBA increasing body tensions, thereby affecting blood pressure and functions of the heart and the nervous system. In comparison, extended periods of noise exposure above 90 dBA would result in permanent cell damage. When the noise level reaches 120 dBA, a tickling sensation occurs in the human ear even with short-term exposure. This level of noise is called the threshold of feeling. As the sound reaches 140 dBA, the tickling sensation is replaced by the feeling of pain in the ear. This is called the threshold of pain. A sound level of 160-165 dBA will result in dizziness or loss of 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx» J equilibrium. The ambient or background noise problem is widespread and generally more concentrated in urban areas than in outlying less developed areas. Table A lists full definitions of acoustical terms, and Table B shows common sound levels and their sources. TailbIle A: Definitions ofAc ustic II T Iri ms Term Definitions Decibel, dB A unit of level that denotes the ratio between two quantities proportional to power, the number of decibels is 10 times the logarithm (to the base 10) of this ratio. Frequency, Hz Of a function periodic in time, the number of times that the quantity repeats itself in one second (i.e., number of cycles per second). A -Weighted Sound The sound level obtained by use of A -weighting. The A -weighting filter deemphasizes the very Level, dBA low and very high frequency components of the sound in a manner similar to the frequency components of the sound in a manner similar to the frequency response of the human ear and correlates well with subjective reactions to noise. All sound levels in this assessment are A - weighted, unless reported otherwise. Lot, Lio, Lso, L90 The fast A -weighted noise levels equaled or exceeded by a fluctuating sound level for 1 percent, 10 percent, 50 percent, and 90 percent of a stated time period. Equivalent Continuous The level of a steady sound that, in a stated time period and at a stated location, has the same A - Noise Level, Leq weighted sound energy as the time varying sound. Community Noise The 24-hour A -weighted average sound level from midnight to midnight, obtained after the Equivalent Level, CNEL addition of 5 dB to sound levels occurring in the evening from 7:00 p.m. to 10:00 p.m. and after the addition of 10 dB to sound levels occurring in the night between 10:00 p.m. and 7:00 a.m. Day/Night Noise Level, The 24-hour A -weighted average sound level from midnight to midnight, obtained after the Ldn addition of 10 dB to sound levels occurring in the night between 10:00 p.m. and 7:00 a.m. Lmax, Lmin The maximum and minimum A -weighted sound levels measured on a sound level meter, during a designated time interval, using fast time averaging. Ambient Noise Level The all -encompassing noise associated with a given environment at a specified time, usually a composite of sound from many sources at many directions, near and far; no particular sound is dominant. Intrusive The noise that intrudes over and above the existing ambient noise at a given location. The relative intrusiveness of a sound depends upon its amplitude, duration, frequency, and time of occurrence and tonal or informational content, as well as the prevailing ambient noise level. Source: Handbook ofAcousticol Measurements and Noise Control (Harris, Cyril M., 1991). 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx,, J TailbIle B: Common Sound Levells and INoise Sources Noise Level Common Outdoor Sound Levels dB A Common indoor sound Levels Rock Band commercial Jet. Flyover at 1000 Feet Gas Lawn Mower at 3 Feet Inside Subway Train (New York) Diesel Truck at 50, Feet Food Blender at 3 Feet Concrete Mixer at 50 Feet Cfarbaige Disposal at 3 Feet shouting at 3 Feet Air Compressor at 50, Feet Vacuum Cleaner at 10 Feet Lawn Tiller at 50, Feet Norman Speech at 3 IFeet Large Business Office Quiet Urban Daytime / Dishwasher Next Room Quiet Urban Nighttime " Smaill Theater, Large Conference Room Quiet suburban Nighttime 30 (Background( Library Quiet Rural Nighttime 20 Bedroom at Night Concert Hall (Background) 10 Broadcast and Recording Studio Threshold of Hearing Source: LSA Associates, Inc. (2016). CHARACTERISTICS OF VIBRATION Vibration refers to ground -borne noise and perceptible motion. Ground -borne vibration is almost exclusively a concern inside buildings and is rarely perceived as a problem outdoors, where the motion may be discernible. Typically, there is more adverse reaction to effects associated with the shaking of a building. Vibration energy propagates from a source through intervening soil and rock layers to the foundations of nearby buildings. The vibration then propagates from the foundation throughout the remainder of the structure. Building vibration may be perceived by occupants as the motion of building surfaces, the rattling of items on shelves or hanging on walls, or a low -frequency rumbling noise. The rumbling noise is caused by the vibration of walls, floors, and ceilings that radiate sound waves. Annoyance from vibration often occurs when the vibration exceeds the threshold of perception by 10 dB or less. This is an order of magnitude below the damage threshold for normal buildings. 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx,, J Typical sources of ground -borne vibration are construction activities (e.g., blasting, pile driving, and operating heavy-duty earthmoving equipment), steel -wheeled trains, and occasional traffic on rough roads. Problems with both ground -borne vibration and noise from these sources are usually localized to areas within approximately 100 ft of the vibration source, although there are examples of ground -borne vibration causing interference out to distances greater than 200 ft (FTA 2018). When roadways are smooth, vibration from traffic, even heavy trucks, is rarely perceptible. It is assumed for most projects that the roadway surface will be smooth enough that ground -borne vibration from street traffic will not exceed the impact criteria; however, the construction of the project could result in ground -borne vibration that may be perceptible and annoying. Ground -borne vibration has the potential to disturb people and damage buildings. Although it is very rare for typical construction activities to cause even cosmetic building damage, it is not uncommon for construction processes such as blasting and pile driving to cause vibration of sufficient amplitudes to damage nearby buildings (FTA 2018). Ground -borne vibration is usually measured in terms of vibration velocity, either the root -mean -square (RMS) velocity or peak particle velocity (PPV). The RMS is best for characterizing human response to building vibration, and PPV is used to characterize potential for damage. Decibel notation acts to compress the range of numbers required to describe vibration. Vibration velocity level in decibels is defined as: LV = 20 logio [V/Uref] where L is the vibration velocity in decibels (VdB), "V" is the RMS velocity amplitude, and "Vref' is the reference velocity amplitude, or 1 x 10-6 inches/second (in/sec) used in the United States. Factors that influence ground -borne vibration and noise include the following: • Vibration Source: Vehicle suspension, wheel types and condition, railroad track/roadway surface, railroad track support system, speed, transit structure, and depth of vibration source • Vibration Path: Soil type, rock layers, soil layering, depth to water table, and frost depth • Vibration Receiver: Foundation type, building construction, and acoustical absorption Among the factors listed above, there are significant differences in the vibration characteristics when the source is underground compared to when it is at the ground surface. In addition, soil conditions are known to have a strong influence on the levels of ground -borne vibration. Among the most important factors are the stiffness and internal damping of the soil and the depth to bedrock. Experience with ground -borne vibration indicates: (1) vibration propagation is more efficient in stiff clay soils than in loose sandy soils, and (2) shallow rock seems to concentrate the vibration energy close to the surface and can result in ground -borne vibration problems at large distances from a railroad track. Factors such as layering of the soil and the depth to the water table can have significant effects on the propagation of ground -borne vibration. Soft, loose, sandy soils tend to attenuate more vibration energy than hard rocky materials. Vibration propagation through groundwater is more efficient than through sandy soils. 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx» J APPLICABLE INOISE STANDARDS The following information provides standards to which potential noise impacts will be compared. Where exceedances are been identified, impacts will be described and mitigation will be recommended. City of Santa Ciari-ta Generai IMan The City of Santa Clarita adopted its General Plan in June 2011. The Noise Element within the City General Plan provides the noise and vibration elements as guidelines to minimize the impact of noise and vibration on people, residences, and business operations. The City's acceptable CNEL exterior noise level is 60 dBA or less for residential and most institutional land uses. Table C, below, shows land uses compatibility guidelines for community noise within the City of Santa Clarita. The Noise Element of the City of Santa Clarita General Plan includes the following policies applicable to this proposed project that are intended to minimize noise through standards, site planning, and noise mitigation: • Policy N 1.1.1: Use the Noise and Land Use Compatibility Guidelines, which are consistent with State guidelines, as a policy basis for decisions on land use and development proposals related to noise. • Policy N 1.1.2: Continue to implement the adopted Noise Ordinance and other applicable code provisions, consistent with state and federal standards, which establish noise impact thresholds for noise abatement and attenuation, in order to reduce potential health hazards associated with high noise levels. • Policy N 1.1.3: Include consideration of potential noise impacts in land use planning and development review decisions. • Policy N 1.1A Control noise sources adjacent to residential, recreational, and community facilities, and those land uses classified as noise sensitive. • Policy N 3.1.3: Through enforcement of the applicable Noise Ordinance, protect residential neighborhoods from noise generated by machinery or activities that produce significant discernable noise exceeding recommended levels for residential uses. • Policy N 3.1A Require that those responsible for construction activities develop techniques to mitigate or minimize the noise impacts on residences, and adopt standards that regulate noise from construction activities that occur in or near residential neighborhoods. • Policy N 4.1.1: Implement and enforce the applicable Noise Ordinance to control noise from commercial and industrial sources that may adversely impact adjacent residential neighborhoods and other sensitive uses. • Policy N 4.1.2: Require appropriate noise buffering between commercial or industrial uses and residential neighborhoods and other sensitive uses. 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx» J T lbll : City of ,Selma C11airita INoise andLand Use lamp tilbillity uidelli es Community Noise Exposure, Ldn or CNEL, dB 55 60 65 70 75 80 85 Land Use Category Residential — Low Density Single Family, Duplex, Mobile Homes Residential Multi -Family Transient Lodging Motels, Hotels Schools, Libraries, Churches, Hospitals, Nursing Homes Auditoriums, Concert Halls, Amphitheaters Sports Arena, Outdoor Spectator Sports Playgrounds, Neighborhood Parks Golf Courses, Riding Stables, Water Recreation, Cemeteries Office Buildings, Business Commercial and Professional Industrial, Manufacturing, Utilities, Agriculture Normally Specified land use is satisfactory, based upon the assumption that any buildings involved are of Acceptable normal conventional construction, without any special noise insulation requirements. Buildings are of conventional construction. New construction or development should be undertaken only after a detailed analysis of noise Conditionally reduction requirements is made and needed noise insulation features included in the design. Acceptable Conventional construction, but with closed windows and fresh air supply systems or air conditioning will normally suffice. Normally New construction or development should generally be discouraged. If new construction or Unacceptable development does proceed, a detailed analysis of the noise reduction requirements must be made and needed noise insulation features included in the design. Clearly Unacceptable New construction or development should generally not be undertaken. Source: City of Santa Clarita General Plan (2011). 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx» 10 J City of Santa Ciarita II unici ai Cote As shown in Table D, Section 11.44.040, Noise Limits, of the City's Municipal Code provides exterior noise standards for non -transportation sources. These standards are to be used as the basis of measurement for determining noise violations affecting uses within the residential districts and commercial and manufacturing districts. Talblle D: City of Santa Cllalrita IMa ilrnu ilin Exterior IN iSe Limits Type of Land Use Time Period Leo L25 L8 L2 (15 mins) (5 min) (1 min) Residential 7:00 a.m. to 9:00 p.m. 65 70 75 85 9:00 p.m. to 7:00 a.m. 55 60 65 75 Commercial and Manufacturing 7:00 a.m. to 9:00 p.m. 80 85 90 100 9:00 p.m. to 7:00 a.m. 70 75 80 90 Source: City of Santa Clarita (1990). City = Santa Clarita L_ = maximum instantaneous noise level Gq= equivalent continuous sound level min/mins = minute/minutes Section 11.44.080, Special Noise Sources - Machinery, Fans and Other Mechanical Devices, specifies that the residential noise limits established in Section 11.44.040 of the City's Municipal Code are applicable to the use or operation of machinery, equipment, pumps, air conditioning apparatuses, refrigerating equipment, motor vehicles, or other mechanical or electrical devices, or in repairing or rebuilding any motor vehicle. Section 11.44.080, Special Noise Sources - Construction and Building, specifies that construction activities within 300 ft of a residentially zoned property shall only occur between the hours of 7:00 a.m. and 7:00 p.m., Monday through Friday, or from 8:00 a.m. to 6:00 p.m. on Saturday. This section also indicates that the Department of Community Development may permit work outside these hours if containment of construction noise is provided. No construction shall be permitted outside of these hours or on Sundays and New Year's Day, Independence Day, Thanksgiving, Christmas, Memorial Day, and Labor Day. Emergency work is permitted at all times. APPLICABLE VIBRATION , TAINDAI D The following information provides standards to which potential vibration impacts will be compared. Where exceedances are identified, impacts will be discussed, and mitigation will be recommended. City of Santa Ciarita II unici ai Cote Section 17.53.020(T), Commercial and Industrial Development Standards: Vibration, prohibits the generation of inherent and recurrent ground vibration that is perceptible without instruments at the boundary of the lot on which the vibration source is located, excluding temporary construction vibration (City of Santa Clarita 2013). 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx» 11 J Federai Transit- Administration The criteria for environmental impacts resulting from ground -borne vibration and noise are based on the maximum levels for a single event. The City's Municipal Code does not include specific criteria for assessing vibration impacts associated with damage. Therefore, for the purpose of determining the significance of vibration impacts experienced at sensitive uses surrounding the project site, the guidelines within the Federal Transit Administration's (FTA) Transit Noise and Vibration Impact Assessment Manual (2018) (FTA Manual) have been used to determine vibration impacts (refer to Table E, below). Talblle E: Construction Vilblrati n Dalimage Oriteirial Building Category PPV (in/sec) Approximate Lv (VdB)l Reinforced concrete, steel, or timber (no plaster) 0.50 102 Engineered concrete and masonry (no plaster) 0.30 98 Non -engineered timber and masonry buildings 0.20 94 Buildings extremely susceptible to vibration damage 0.12 90 Source: Transit Noise and Vibration Impoct Assessment Monuol (FTA 2018), Table 12-3. 1 RMS vibration velocity in decibels (VdB) re 1 µin/sec. µin/sec = inches per second PPV = peak particle velocity FTA = Federal Transit Administration RMS = root -mean -square in/sec = inches per second VdB = vibration velocity decibels Lv = velocity in decibels The FTA Manual (2018) guidelines show that a vibration level of up to 90 VdB (equivalent to 0.12 in/sec in PPV) is considered safe for buildings extremely susceptible to vibration damage, and would not result in any construction vibration damage. Therefore, in order to be conservative, the 90 VdB threshold has been used when evaluating vibration impacts at the nearest structures to the site (i.e., mobile homes located west of the project site). To provide numerical thresholds related to ground -borne vibration impacts, criteria (included in the FTA Manual) for human annoyance are shown in Table F. The criteria account for the variation in project types as well as the frequency of events, which differ widely among projects. It is logical that when there will be fewer events per day, it should take higher vibration levels to evoke the same community response. The variation in project times and the frequency of events is accounted for in the criteria by distinguishing between projects with frequent and infrequent events, in which the term "frequent events" is defined as more than 70 events per day. 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx,, 12 J TalIbIle IF: Giround.-Boirine Vilbiration and Giround.-Boirine NoiseImpact Criteria -f Ir G In lr ll Assessi n nt Ground -Borne Vibration Impact Levels (VdB re 1 pin/sec) Land Use Category Frequent Events' Occasional Events Infrequent Events3 Category 1: Buildings where vibration would interfere with 65 VdB4 65 VdB4 65 VdB4 interior operations. Category 2: Residences and buildings where people 72 VdB 75 VdB 80 VdB normally sleep. Category 3: Institutional land uses with primarily daytime 75 VdB 78 VdB 83 VdB use. Source: Transit Noise and Vibration Impoct Assessment Monuol (FTA 2018), Table 8-1. 1 Frequent events are defined as more than 70 vibration events of the same source per day. Most rapid transit projects fall into this category. Z Occasional events are defined as between 30 and 70 vibration events of the same source per day. Most commuter trunk lines have this many operations. 3 Infrequent events are defined as fewer than 30 vibration events of the same kind per day. This category includes most commuter rail branch lines. ° This criterion limit is based on levels that are acceptable for most moderately sensitive equipment, such as optical microscopes. Vibration -sensitive manufacturing or research will require detailed evaluation to define the acceptable vibration levels. Ensuring lower vibration levels in a building often requires special design of the HVAC systems and stiffened floors. µin/sec = micro -inches per second FTA = Federal Transit Administration dB = decibels HVAC = heating, ventilation, and air-conditioning dBA = A -weighted decibels VdB = vibration velocity decibels THRESHOLDS E IFw , FGINFIF ICAINCE Based on Guidelines for the Implementation of the California Environmental Quality Act (CEQA), Appendix G, Public Resources Code, Sections 15000-15387, a project will normally have a significant effect on the environment related to noise if it will substantially increase the ambient noise levels for adjoining areas or conflict with adopted environmental plans and the goals of the community in which it is located. The following are the thresholds for potential noise impacts. The State CEQA Guidelines indicate that a project would have a significant impact on noise if it would result in: • Generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies; • Generation of excessive ground -borne vibration or ground -borne noise levels; or • For a project located within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, expose people residing or working in the project area to excessive noise levels. 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx,, 13 J OVERVIEWOF THE EXISTING IN F, E EINVIIROINIMEINT The primary existing noise sources in the project area are transportation facilities, including Golden Valley Road and Valley Center Drive. In addition, periodic aircraft operations and trains are audible on the project site. In order to assess the existing noise conditions in the area, long-term noise measurements were conducted at the project site. Two long-term, 24-hour measurements were taken from August 13, 2019, to August 14, 2019. The locations of the noise measurements are shown on Figure 3, below, and the results are summarized in Table G. Noise measurement data information is provided in Attachment A of this analysis. Talblle G: Existing IN ise Le ell Il easuirelments Daytime Evening Nighttime Average Location Noise Noise Noise Daily Noise Primary Noise Number Location Description Levels' Levelsz Levels' Levels Sources (dBA Lej (dBA Lej (dBA Lej (dBA CNEL) In the front parking lot of the commercial land uses Traffic on Valley LT-1 at 26639 Valley Center 60.8-64.2 58.8-60.9 52.7-63.8 66.3 Center Drive and Drive. West of Valley Golden Valley Road. Center Drive. In the front parking lot of Traffic on Valley LT-2 the gym at 26620 Valley 58.0-61.3 56.6-59.5 52.3-60.4 63.9 Center Drive and Center Drive. Golden Valley Road. Source: Compiled by LSA (August 2019). 1 Daytime Noise Levels = noise levels during the hours of 7:00 a.m. to 7:00 p.m. z Evening Noise Levels = noise levels during the hours of 7:00 p.m. to 10:00 p.m. 3 Nighttime Noise Levels = noise levels during the hours of 10:00 p.m. to 7:00 a.m. CNEL = Community Noise Equivalent Level dBA = A -weighted decibels ft = foot/feet Leq = equivalent continuous sound level VehicWar °fraffic Noise In addition to the existing noise level measurements, the Federal Highway Administration (FHWA) Highway Traffic Noise Prediction Model (FHWA RD-77-108) was used to identify traffic -related noise impacts from the roadway segments in the project vicinity. Existing traffic volumes in the Transportation Impact Study (Linscott, Law, and Greenspan, Engineers, 2020) prepared for the proposed project were used to assess the existing traffic noise impacts. A typical vehicle mix for Southern California was used. 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx» 14 . LEGEND FIGURE 3 Project Location Long -Term Monitoring Locations N 0 75 150 Santa Clarita Self -Storage FEET Noise Monitoring Locations SOURCE: Nearmap (6/28/2019); James Goodman Architecture (8/9/2019) I:\HRP1901\GIS\MXD\Noise\MonitoringLocations.mxd (8/20/2019) J Table H provides the traffic noise levels along the roadways in the study area under existing conditions. These noise levels represent the worst -case scenario, which assumes that no shielding is provided between the traffic and where the noise contours are drawn. The specific assumptions used in developing these noise levels and model printouts are provided in Attachment B. TailbIle H: Existing Tlraffic IN ise Levelly Centerline to Centerline to Centerline to CNEL (dBA) 50 ft Roadway Segment ADT 70 dBA CNEL 65 dBA CNEL 60 dBA CNEL from Centerline of (ft) (ft) (ft) Outermost Lane Golden Valley Road north of Valley 33,950 102 204 432 70.8 Center Drive Golden Valley Road south of Valley 26,620 89 175 368 69.8 Center Drive Valley Center Drive from Golden Valley Road to Soledad Canyon Road 14,220 < 50 78 167 66.6 Soledad Canyon Road west of Valley 27,300 90 177 374 70.0 Center Drive Soledad Canyon Road east of Valley 35,430 103 209 444 71.1 Center Drive Golden Valley Road north of Valley 33,950 102 204 432 70.8 Center Drive Source: Compiled by LSA (June 2020). Note: Traffic noise within 50 ft of the roadway centerline should be evaluated with site -specific information. ADT = average daily traffic CNEL = Community Noise Equivalent Level dBA = A -weighted decibels ft = foot/feet Sensitive Lang Uses in -the (Project Vicinity Certain land uses are considered more sensitive to noise than others are. Examples of these include residential areas, educational facilities, hospitals, childcare facilities, and senior housing. The project site is surrounded primarily by commercial development, vacant land, utility uses, and open space with the nearest existing residential uses to the west. Land uses adjacent to the project site include the following: • North: Open space (Santa Clara River) across Valley Center Drive. • East: Los Angeles Department of Water and Power (DWP) electrical transmission towers across Golden Valley Road. • South: Commercial uses. • West: Mobile home park, commercial and office uses, and vacant land. The nearest sensitive use is the mobile home park to the west across Valley Center Drive. Aircraft, Iloise The project site is approximately 12 miles southwest of Agua Dulce Airport (a private airstrip) and approximately 12 miles northwest of Whiteman Airport (a public airport). Based on a review of the Airport Influence Area Map for the Agua Dulce Airport (Los Angeles County Airport Land Use 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx» 16 J Commission [ALUC] 2003) and the 2030 CNEL Noise Contours from the Whiteman Airport Master Plan Update Final Report (County of Los Angeles 2011), noise impacts related to aircraft operations may contribute to the aircraft noise in the project area; however, the project site is located well outside of the 60 dBA CNEL contours. Additionally, the project site is not in a flight pattern area (i.e., takeoff or landing) for either airport. PROJECT IMPACT ANALYSIS The proposed project would result in short-term construction noise and vibration impacts and long- term mobile source noise and vibration impacts as described below. Short. -Term Construction.-Rdated Impacts Project construction would result in short-term noise and vibration impacts on adjacent land uses. Maximum construction impacts would be short-term, generally intermittent depending on the construction phase, and variable depending on receiver distance from the active construction zone. The duration of impacts generally would be from one day to several weeks depending on the phase of construction. The level and types of impacts that would occur during construction are described below. Cdrm.structiorm Noise /r 7pact.s Two types of short-term noise impacts would occur during project construction, including: (1) equipment delivery and construction worker commutes; and (2) project construction operations. The first type of short-term construction noise would result from transport of construction equipment and materials to the project site and construction worker commutes. These transportation activities would incrementally raise noise levels on access roads leading to the site. It is expected that larger trucks used in equipment delivery would generate higher noise impacts than trucks associated with worker commutes. The single -event noise from equipment trucks passing at a distance of 50 ft from a sensitive noise receptor would reach a maximum level of 84 dBA Lmax. However, the pieces of heavy equipment for grading and construction activities would be moved on site just one time and would remain on site for the duration of each construction phase. This one- time trip, when heavy construction equipment is moved on and off site, would not add to the daily traffic noise in the project vicinity. The total number of daily vehicle trips would be minimal when compared to existing traffic volumes on the affected streets, and the long-term noise level changes associated with these trips would not be perceptible. Therefore, equipment transport noise and construction -related worker commute impacts would be short term and would not result in a significant off -site noise impact. The second type of short-term noise impact is related to noise generated during site preparation, grading, building construction, architectural coating, and paving on the project site. Construction is undertaken in discrete steps, each of which has its own mix of equipment, and consequently its own noise characteristics. These various sequential phases would change the character of the noise generated on the project site. Therefore, the noise levels vary as construction progresses. Despite the variety in the type and size of construction equipment, similarities in the dominant noise sources and patterns of operation allow construction -related noise ranges to be categorized by work phase. Table I lists the maximum noise levels recommended for noise impact assessments for typical 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx» 17 J construction equipment based on a distance of 50 ft between the construction equipment and a noise receptor. Typical operating cycles for these types of construction equipment may involve 1-2 minutes of full power operation followed by 3-4 minutes at lower power settings. In addition to the reference maximum noise level, the usage factor provided in Table I is utilized to calculate the hourly noise level impact for each piece of equipment based on the following equation: L (equip) E.L. + 10 to U.F. 20 to D eq q p) = g( ) — g(50) where: Leq(equip) = Leq at a receiver resulting from the operation of a single piece of equipment over a specified time period E.L. = Noise emission level of the particular piece of equipment at a reference distance of 50 ft U.F. = Usage factor that accounts for the fraction of time that the equipment is in use over the specified period of time D = Distance from the receiver to the piece of equipment Each piece of construction equipment operates as an individual point source. Utilizing the following equation, a composite noise level can be calculated when multiple sources of noise operate simultaneously: n Ln Leq (composite) = 10 * loglo Y, 10 o i Table J shows the composite noise levels of the pieces of equipment for each construction phase, at a distance of 50 ft from the construction area. Once composite noise levels are calculated, reference noise levels can then be adjusted for distance using the following equation: Xll Leq (at distance X) = Leq (at 50 feet) — 20 * to gio C501 In general, this equation shows that doubling the distance would decrease noise levels by 6 dBA while halving the distance would increase noise levels by 6 dBA. 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx» 18 J Equipment Description Acoustical Usage Factor (%) Maximum Noise Level (Lmax) at 50 ft Compressor 100 81 Concrete Mixer 40 85 Concrete Pump 40 85 Crane 16 83 Dozer 40 80 Forklift 20 75 Front[End]Loader 40 79 Generator 100 78 Grader 8 85 Scraper 40 88 Welder 40 74 Sources: Noise from Construction Equipment and Operations, Building Equipment, and Home Appliances (USEPA 1971), Roadway Construction Noise Model (FHWA 2006). ft = foot/feet L_= maximum instantaneous sound level Composite Distance to Noise Level at Duration Noise Level at Sensitive Receptor Phase (days) Equipment 50 ft (dBA LeQ) Receptor (ft)1 (dBA LeQ) Grader, Scraper, Site Preparation 3 Front Loader 85 480 65 Grading 6 Grader, 2 Front 81 480 61 Loaders, Dozer Building Crane, 2 Forklifts, Construction 220 Generator Set, Front 82 480 63 Loader, 3 Welders Paver, Concrete Paving 10 Mixer, Paving 85 480 66 Equipment, 2 Rollers, Front Loader Architectural Coating 16 Compressor 81 480 61 Source: Compiled by LSA (2020). Distances are from the average location of construction activity for each phase, center of project site. Residential zoned properties would be within 300 ft of the edge of construction activity dBA L,q = average A -weighted hourly noise level ft = foot/feet 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx,, 19 J As presented above, Table J shows the construction phases, the expected duration of each phase, the equipment expected to be used during each phase, the composite noise levels of the equipment at 50 ft, the distance of the nearest residence from the center of construction activities (a distance of 480 feet), and noise levels expected during each phase of construction when activities occur at the average distance of construction. These noise level projections do not take into account intervening topography or barriers. Construction noise calculations are provided in Attachment C of this analysis. It is expected that average noise levels during construction at the nearest residences, the mobile homes to the west, would approach 66 dBA Leg during the paving phase, which would be the last approximately two weeks. Average noise levels during other construction phases would range from 61 dBA to 65 dBA Leg. Ambient noise levels measured at LT-1, which is comparable to the mobile homes to the west, indicated existing daytime noise levels range from approximately 61 to 64 dBA Leg. While construction -related short-term noise levels have the potential to be up to 5 dBA Leg higher than existing ambient noise levels in the project area under existing conditions, these noise impacts will no longer occur once project construction is completed. As stated above, noise impacts associated with construction activities are regulated by the City's noise ordinance. The proposed project will be required to comply with the construction hours specified in the City's Noise Ordinance, which states that construction activities on sites within 300 ft of a residentially zoned property are allowed between 7:00 a.m. and 6:00 p.m., Monday through Friday, and from 8:00 a.m. to 6:00 p.m. on Saturday. No construction shall be permitted outside of these hours or on Sundays and the following public holidays: New Year's Day, Independence Day, Thanksgiving, Christmas, Memorial Day, and Labor Day. Emergency work is excluded from these restrictions. While the project construction would only occur at times which are compliant with the permissible hours of operation, a substantial increase above ambient noise levels may occur resulting in a potentially significant impact. With the incorporation of Regulatory Compliance Measure, RCM-1, and mitigation measures MM N-1 through MM N-6, noise levels during construction would be reduced to less than significant. Construction Vibration Building Damage Potential Ground -borne noise and vibration from construction activity would be mostly low. Table K provides reference PPV values and vibration levels (in terms of VdB) from typical construction vibration sources at 25 ft. While there is currently limited information regarding vibration source levels specific to the equipment which will be used for the project, to provide a comparison of vibration levels expected for a project of this size, a large bulldozer would generate approximately 87 VdB of ground -borne vibration when measured at 25 ft, based on the FTA Manual (2018). As shown in Table E, it would take a minimum of 90 VdB (or 0.12 in/sec PPV) to cause any potential building damage to structures extremely susceptible to vibration damage. 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx» 20 J Tailblle K: Vilbirati n Source Alrnlpllitue5 -f lr Construction Equipment Equipment Reference PPV/Lv at 25 ft PPV (in/sec) Lv (VdB)1 Hoe Ram 0.089 87 Large Bulldozer 0.089 87 Caisson Drilling 0.089 87 Loaded Trucks 0.076 86 Jackhammer 0.035 79 Small Bulldozer 0.003 58 Source: Transit Noise and Vibration Impoct Assessment Monuol (FTA 2018). 1 RMS VdB re 1 tin/sec. .tin/sec = micro -inches per second Lv = velocity in decibels ft = foot/feet PPV = peak particle velocity FTA = Federal Transit Administration RMS = root -mean -square in/sec = inches per second VdB = vibration velocity in decibels The closest structures to the project site are the mobile homes to the west approximately 230 ft from the limits of construction activity. Given that these structures are more than 25 ft from the project construction area limits, the estimated vibration impacts are propagated for distance. Based on the following formula for vibration transmission, a vibration level at 50 ft is 9 VdB lower than at 25 ft, a vibration level at 100 ft is 18 VdB lower than at 25 ft, and a vibration level at 400 ft is 36 VdB lower than at 25 ft. L vdB (D) = LvdB (25 ft) - 30 Log (D/25) Utilizing the reference data from Table K, the operation of typical construction equipment would generate ground -borne vibration levels of up to 0.003 PPV (in/sec) or 58 Vdb at the closest receptor to the project site. This vibration level would not exceed the 0.12 PPV (in/sec) threshold considered safe for fragile buildings. Therefore, construction would not result in any vibration damage, impacts would be less than significant, and no mitigation is required. Construction Vibration Human Annoyance Potential As stated above, the existing mobile homes to the west of the project site are the nearest receptor and would experience vibration levels approaching 58 VdB. Based on the standards provided in Table F, this level of ground -borne vibration is well below the threshold of distinctly perceptible, which is approximately 72 VdB for frequent events at uses where people sleep and would not exceed the FTA vibration threshold for human annoyance at the nearest sensitive use. The City's Municipal Code excludes temporary construction vibration; however, as shown in the analysis above, project construction would not result in vibration levels that would typically result in human annoyance. Long. -Term Off- ite Traffic INoise IImpacts Traffic volumes for the Existing and Future (2020) scenarios are analyzed in the Transportation Impact Study (Linscott, Law, and Greenspan, Engineers, 2019). The baseline scenarios and with 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx» 21 J project scenarios are evaluated to determine potential traffic noise impacts on off -site sensitive land uses. Guidelines included in the FHWA Highway Traffic Noise Prediction Model (FHWA RD-77-108) handbook were used to evaluate highway traffic -related noise conditions along roadway segments in the project vicinity. The standard vehicle mix for Southern California roadways was used for traffic on these roadway segments. The modeled 24-hour CNEL levels are shown in the following tables: • Table L: Existing Traffic Noise Levels Without and With Project • Table M: Future (2020) Traffic Noise Levels Without and With Project These noise levels represent the worst -case scenario, which assumes no shielding is provided between the traffic and the location where the noise contours are drawn. The specific assumptions used in developing these noise levels and model printouts are provided in Attachment B. Tables L and M show that project -related traffic would have mostly small (0.1 dBA or less) noise level increases along roadway segments in the project vicinity for the Existing and Future (2020) scenarios. All roadway segments would have less than perceptible traffic noise level increases under the With Project scenarios. As this range of traffic noise level increase in the outdoor environment would not be perceptible to the human ear because it occurs gradually over a period of time, no significant off -site traffic noise impacts from project -related traffic would occur, and no mitigation is required. Long. -Term OpierationM Noise IImpacts Potential long-term noise impacts would be associated with stationary sources proposed on the project site. Stationary noise sources from the proposed project would include noise generated from on -site loading and unloading activities, and heating, ventilation, and air conditioning (HVAC) noise. LoodinglUnlooding The project would include one loading space for large trucks. Multiple loading spaces for autos would also be located in the vicinity of this space, but would generate similar or lower noise levels. Truck loading/unloading at this space would result in a maximum noise level similar to noise readings from loading and unloading activities for industrial/commercial use projects, which generate a noise level of 75 dBA Lmax at 50 ft based on measurements conducted by LSA in past years. 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx» 22 I a O L. CL a m O Qj m O Qj z 2 µ y4 9 tld bD a x Qj z m 1— cu Ln a O A E i o w m O U in E w N O O w 00 00 l0 0 c-I N � + aC+ 0 y@ Wrl -r G a+ 0 0� Q6 0 n c Z O al 7 '^ U U O =a 0 0 a, 5 Q m rl u a0 w p d t00o m Q00 rl rzT m d v O Z mU H U al G i m d O In n ^ 00 n rl c-I CL N W O N c-I ci N U U Q � i on O 0 J +'' N 0)0 00 0 Ln O Ol d O O Z c-I V c-I v U U H O l00 l00 ON 000 Q O l0 d' d' rl m N c N m G 0 in E N O £ w 00 00 l0 0 c-I W G J Q0 Q0 O^ n N U '^ U O G O � � Q c w m 1000 l^0 0 .°- p Z O d' m rl m d' u U U m + al a0'O -+ O n 00 ^ Il n 01 O G N LU Z N c-I ci N O U U CL` 0 0� Q w o 00 o0i m o 3 v O Z U v U O O O N 00 O m Ili l0 m d' Q m to dT rl In m N c N m T aJ — m > C -0 O O y 4 O 4- O O T O a N O G t L E N o 3 ai £ o O N m _0 _0 d N w `� -O w w m O w m O w A O O ,> Q ,> Q N > O Q ,> O Q A aJ a1 aJ aJ O aJ T C aJ T C aJ O' >>> W W O U 4! U 4, a�� v _ v aJ -6 _ _ m v- a — v 2 — O a1 C7 U O (6 (7 > N (6 076 > > v) > con > OJ N M N I U 0 L. CL m O Qj Qj O 0 z m I 4 W O U Qj z m 1— Ln G O •a+ A £cu i 0 O O O O c-I w m o U N m Z £ w zT 00 00 00 A W G a+ -r n n n n Z O w 7 ULnU O =a 0 0 a, 5 Q U` m rn rl U O "'a -+ W Ln d' O N d' Ln G Z al i H U U al G i fa w 0 'a J ci Ln N N c-I m 00 l0 a• N W O N N N N U U a, ` on 0G O 'C +'' N c-I O ci Ln V c-I ci N ci O Z U U O O � W O O Fp rn 0o m rn Q �o 00 00 c c d m r T Ln N m p O £ w N d' 00 00 Il W G J n n l0 n n N ULnU O G O y •i Q �= G fa ` i +�'' -O rn O O ON c-I O rl ate+ Z Lmn dT dam' m U v O U u U m -J •i La W L--I ci m rn I0 N Z N N N N O U U a 0 o —Q a�-+ W Ln N p Z U V U O O H p m I, m Ln n Ln m Lfl Q l0 00 00 d' m zT Ln v — > c -0 o O .� O 4- O o a (D O G t L o 3 ai £ to o m _0 _0 cu V)w _0 w w m O w m O w A O O ,> Q ,> Q N > O Q ,> O Q A aJ a1 aJ aJ O aJ T C aJ T C aJ O' >>> W W O U 4! U 4! N aJ aJ w -6 -0aJ — -0aJ — O a1 (D u _ O (6 (D > _ _ N (6 0 > > 2 V) > 2 V) > a, v N J The distance between the closest unloading/loading area to the mobile home park is 470 feet. As shown on Table N, The loading/unloading noise associated with on -site industrial uses would be reduced to 56 dBA Lmax at the existing mobile home park to the west after distance attenuation, which would be the closest residential use during operation of the project. These levels would be further reduced by shielding from the proposed 36 ft building, which would surround the loading space on its west, north, and east sides. Although a typical truck unloading process takes an average of 15-20 minutes, the maximum noise level occurs in a much shorter period of time (i.e., a few minutes). The noise levels would be below the City's daytime (7:00 a.m. to 9:00 p.m.) maximum exterior 5-minute (Ls) and 1-minute (1-2) noise standard of 75 dBA Leq and 85 dBA Leq, respectively, for residential areas. Therefore, noise associated with on -site loading and unloading activities would be less than significant and no mitigation is required. T IbII IN: , uimimairy of Truck Load i ing/U in Im iing Activity INoise L v lls Reference Distance Noise Level Distance Noise Level Land Use Direction Description from Loading Attenuation (dBA Lmax) at (dBA Lmax) Space(s) (ft) (dBA) 20 ft Residential West Mobile Home Park 470 75 19 56 Source: Compiled by LSA (20209). dBA Leq = average A -weighted hourly noise level ft = foot/feet L_= maximum instantaneous noise level Heating, Ventilation, and Air Conditioning Equipment The project would have a rooftop HVAC unit. The HVAC equipment could operate 24 hours per day. Rooftop HVAC equipment would generate noise levels of 66.6 dBA Leq at 5 ft per HVAC unit based on previous measurements conducted by LSA. Table O presents the noise levels from HVAC equipment at the nearest noise -sensitive locations. The closest off -site residential use during operation of the proposed project would be the existing mobile home park, which would be located approximately 285 ft from the nearest potential location of an on -site HVAC unit. After distance attenuation, noise generated from the on -site HVAC equipment would potentially reach up to 31 dBA Leq at the nearest residences, which would not exceed the City's exterior daytime (7:00 a.m. to 9:00 p.m.) and nighttime (9:00 p.m. to 7:00 a.m.) noise standard of 65 dBA Leq and 55 dBA Leq, respectively, for residential uses. In addition, these noise levels would be lower than ambient noise levels, and a 6 ft parapet and roofline would further reduce the noise levels from the HVAC unit. Therefore, noise associated with the on -site HVAC equipment would be less than significant, and no mitigation is required. 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx» 25 J TalbIle : , ulrt" i malry of II AC INoise Eevell5 Distance from Reference Noise Distance Off -Site Land Average Noise Direction Description HVAC Units Level (dBA LeQ) Attenuation Use Level (dBA LeQ) (ft) at 5 ft (dBA) Residential West Mobile Home Park 285 66.6 36 31 Source: Compiled by LSA (2020). dBA = A -weighted decibels HVAC = heating, ventilation, and air conditioning ft = foot/feet Gq = equivalent continuous sound level Long. -Term Ground -Borne INoise and Vibration from VelhicWar °fraffic Because the rubber tires and suspension systems of buses and other on -road vehicles provide vibration isolation and reduce noise, it is unusual for on -road vehicles to cause ground -borne noise or vibration. When on -road vehicles cause such effects as the rattling of windows, the source is almost always airborne noise. Most problems with on -road vehicle -related noise and vibration can be directly related to a pothole, bump, expansion joint, or other discontinuity in the road surface. Smoothing the bump or filling the pothole will usually solve the problem. The proposed project would have roads with smooth pavement and would not result in significant ground -borne noise or vibration impacts from vehicular traffic. CUMULATIVE IMPACTS As defined in the State CEQA Guidelines, cumulative impacts are the incremental effects of an individual project when viewed in connection with the effects of past, current, and probable future projects. A cumulative noise or vibration impact would occur if multiple sources of noise and vibration combine to create impacts in close proximity to a sensitive receptor. Therefore, the cumulative area for noise impacts is the project site and any sensitive receptors in the immediately surrounding. Construction INoise. Construction activities associated with the proposed project and other construction projects in the area may overlap, resulting in construction noise in the area. However, construction noise impacts primarily affect the areas immediately adjacent to each construction site. Construction noise for the proposed project was determined to be less than significant with compliance with the construction hour restrictions in the City's Municipal Code. Cumulative development in the vicinity of the project site could result in elevated construction noise levels at sensitive receptors in the project area. However, each project would be required to comply with the applicable City's Municipal Code limitations on construction. Therefore, cumulative construction noise impacts would be less than significant. Long.-Ternn Traffic INoise Impacts. According to the EPA, cumulative noise impacts represent the combined and incremental effects of human activities that accumulate over time. While the incremental impacts may be insignificant by themselves, the combined effect may result in a significant impact. Conversely, although there may be a significant noise increase due to the proposed project in combination with other related 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx,, 26 J projects (combined effects), it must also be demonstrated that the project has an incremental effect. In other words, a significant portion of the noise increase must be due to the proposed project. Cumulative noise impacts would occur primarily as a result of increased traffic on local roadways due to operation of the project and other projects in the vicinity. A project's contribution to a cumulative traffic noise increase could be considered significant when the combined effect exceeds the perception level (i.e., auditory level increase) threshold. The combined effect compares the General Plan Buildout With Project condition to Existing conditions. This comparison accounts for the traffic noise increase generated by a project combined with the traffic noise increase generated by projects in the area. The incremental effect compares the General Plan Buildout With Project condition to the General Plan Buildout Without Project condition. The following combined effect and incremental effect criteria have been utilized to evaluate the overall effect of the cumulative noise increase. • Combined Effect. The Future With Project noise level would cause a significant cumulative impact if a 3.0 dB increase over Existing conditions occurs and the resulting noise level exceeds the applicable exterior standard at a sensitive use. Although there may be a significant noise increase due to the proposed project in combination with other related projects (combined effects), it must also be demonstrated that the project has an incremental effect. In otherwords, a significant portion of the noise increase must be due to the proposed project. and Incremental Effects. The Future With Project noise level causes a 1.0 dBA increase in noise over the Future Without Project noise level. A significant impact would result only if both the combined and incremental effects criteria have been exceeded at a single roadway segment, since such an occurrence would indicate that there is a significant noise increase due to the proposed project in combination with other related projects and a significant portion of the noise increase is due to the proposed project. Noise by definition is a localized phenomenon and reduces as distance from the source increases. Consequently, only the proposed project and growth due to occur in the project site's general vicinity would contribute to cumulative noise impacts. Table P lists the traffic noise effects along roadway segments in the project vicinity for existing and future traffic noise levels without and with proposed project, including incremental and net cumulative impacts. The results of the analysis show that neither the combined effect or incremental effect threshold for each segment is exceeded, therefore, there are no significant cumulative noise impacts related to off -site traffic noise. 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx» 27 J Tailblle Ifs: Cuimullative Traffic INoise , celnalid CNEL (dBA) 50 ft from Centerline of Outermost Lane Combined Incremental Cumulatively Roadway Segment Effects' Effects' Significant Future Year Future Year Existing No Project Plus Project Impact? Golden Valley Road north of Valley Center 70.8 71.9 71.9 1.1 0.0 No Drive Golden Valley Road south of Valley Center Drive 69.8 71.2 71.2 1.4 0.0 No Valley Center Drive from Golden Valley Road 66.6 67.0 67.1 0.5 0.1 No to Soledad Canyon Road Soledad Canyon Road west of Valley Center 70.0 71.4 71.5 1.5 0.1 No Drive Soledad Canyon Road east of Valley Center 71.1 72.2 72.3 1.2 0.1 No Drive Source: Compiled by LSA (2020). Note: Traffic noise within 50 ft of the roadway centerline should be evaluated with site -specific information. Difference in CNEL between Existing and General Plan Buildout With Project. ' Difference in CNEL between General Plan Buildout Without Project and General Plan Buildout With Project. ADT = average daily trips CNEL = Community Noise Equivalent Level dBA = A -weighted decibels ft = foot/feet Long.-Ternn Operati nai RNoise Impacts. Long-term stationary noise sources associated with the development at the proposed project, combined with other cumulative projects, could cause local noise level increases. Noise levels associated with the proposed project and related cumulative projects together could result in higher noise levels than considered separately. As previously described, on -site noise sources associated with the proposed project would not exceed any applicable noise standards. Additionally, related cumulative projects would be required to comply with the City's noise level standards and include mitigation measures if standards are exceeded. Therefore, cumulative noise impacts from stationary noise sources would be less than significant. SUMMARY OFREGULATORY COMPLIANCE IMEASUIRES AIND MITIGATION IMEA, DIRE, Based on the analysis above, the proposed project would be in compliance with the City of Santa Clarita Noise Standards with the incorporation of the following regulatory compliance measure and mitigations measures. IRegWat ry Compi iance (Measure RCM-1: The proposed project will be required to comply with the construction hours specified in the City's Noise Ordinance, which states that construction activities on sites within 300 ft of a residentially zoned property are allowed between 7:00 a.m. and 6:00 p.m., Monday through Friday, and from 8:00 a.m. to 6:00 p.m. on Saturday. No construction shall be permitted outside of these hours or on Sundays and the following public holidays: New Year's Day, Independence Day, Thanksgiving, Christmas, Memorial Day, and Labor Day. Emergency work is excluded from these restrictions. 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx» 28 J Mitigation (Measures MM N-1: Noise and ground -borne vibration construction activities whose specific location on the Project site may be flexible (e.g., operation of compressors and generators, cement mixing, general truck idling) shall be conducted as far as possible from the nearest offsite land uses. MM N-2: When possible, construction activities shall be scheduled so as to avoid operating several pieces of equipment simultaneously, which causes high noise levels. MM N-3: The Project contractor shall use power construction equipment with state-of-the-art noise shielding and muffling devices. MM N-4: Barriers such as flexible sound control curtains shall be erected around heavy equipment to minimize the amount of noise on the surrounding land uses to the maximum extent feasible during construction. MM N-5: All construction truck traffic shall be restricted to truck routes approved by the City, which shall avoid residential areas and other sensitive receptors to the extent feasible. MM N-6: A construction notice shall be prepared and shall include the following information: job site address, permit number, name and phone number of the contractor and owner or owner's agent, hours of construction allowed by code or any discretionary approval for the site, and City telephone numbers where violations can be reported. The notice shall be posted and maintained at the construction site prior to the start of construction and displayed in a location that is readily visible to the public and approved by the City. Caltrans. 2006. Roadway Construction Noise Model User's Guide. January. City of Santa Clarita. 1990. Municipal Code, Noise Ordinance. 2011. General Plan Noise Element. June. . 2013. Municipal Code, Property Development Standards — Commercial and Industrial. County of Los Angeles. 2011. 2030 CNEL Noise Contours from the Whiteman Airport Master Plan Update Final Report. County of Los Angeles Airport Land Use Commission. 2003. Airport Influence Area Map for the Agua Dulce Airport. Federal Highway Administration (FHWA). 1977. Highway Traffic Noise Prediction Model, FHWA RD-77-108. Federal Transit Administration (FTA). 2018. Office of Planning and Environment. Transit Noise and Vibration Impact Assessment Manual (FTA Manual). FTA Report 0123. September. Harris, Cyril M., editor. 1991. Handbook of Acoustical Measurements and Noise Control, Third Edition. 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx» 29 J Harris, David A. 1997. Noise Control Manual for Residential Buildings. July. Linscott, Law, and Greenspan, Engineers. 2019. Transportation Impact Study, Santa ClaritaSelf- Storage Project. March 8, 2019. United States Environmental Protection Agency (EPA). 1971. Noise from Construction Equipment Operations, Building Equipment, and Home Appliances. December 31. Attachments: A: Noise Measurement Data B: FHWA Traffic Noise Model Printouts C: Construction Noise Calculations 6/11/20 uM:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx» 30 NOISE AND VIBRATION IMPACT ANALYSIS SANTA CLARITA SELF -STORAGE PROJECT APRIL 2020 CITY OF SANTA CLARITA, Los ANGELES COUNTY, CALIFORNIA SA IIIIIIII ATTACNA E �IE MEASUREMENT E M:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx (06/11/20) Noise Measurement Survey — 24 HR Project Number: HRP 1901 Project Name: Santa Clarita Self -Storage Site Number: LT-1 Date: 8/13-8/14/2019 Test Personnel: Daniel Kaufman Equipment: Larson Davis Spark 706 RC Time: From 10:00 a.m. To 10:00 a.m. Site Location: In the front parking lot of the commercial land uses at 26639 Valley Center Drive. West of Vallev Center Drive. Primary Noise Sources: Traffic on Valley Center Drive and Golden Valley Road. Comments: Location Photo: Noise Measurement Survey — 24 HR Project Number: HRP 1901 Project Name: Santa Clarita Self -Storage Site Number: LT-2 Date: 8/13-8/14/2019 Test Personnel: Daniel Kaufman Equipment: Larson Davis Spark 706 RC Time: From 10:00 a.m. To 10:00 a.m. Site Location: In the front parking lot of the commercial land uses at 26620 Valley Center Drive. Primary Noise Sources: Traffic on Golden Valley Road and Valley Center Drive. Comments: Location Photo: NOISE AND VIBRATION IMPACT ANALYSIS SANTA CLARITA SELF -STORAGE PROJECT APRIL 2020 CITY OF SANTA CLARITA, Los ANGELES COUNTY, CALIFORNIA SA IIIIIIII ATTACNA E MWATRAFRIC NO�ISE MODEL PWINTOUTS M:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx u06/11/20,, TABLE Existing (2019)-Ol FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Golden Valley Road north of Valley Center Drive NOTES: Santa Clarita Self -Storage - Existing (2019) * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 33950 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 42 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 70.81 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 101.7 204.0 432.0 927.1 TABLE Existing (2019)-02 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Golden Valley Road south of Valley Center Drive NOTES: Santa Clarita Self -Storage - Existing (2019) * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 26620 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 42 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 69.75 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 89.3 174.8 368.0 788.6 TABLE Existing (2019)-03 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Valley Center Drive from Golden Valley Road to Soledad Canyon Road NOTES: Santa Clarita Self -Storage - Existing (2019) * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 14220 SPEED (MPH): 40 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 12 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 66.56 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 0.0 78.2 166.9 358.8 TABLE Existing (2019)-04 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Soledad Canyon Road west of Valley Center Drive NOTES: Santa Clarita Self -Storage - Existing (2019) * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 27300 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 40 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 69.96 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 89.6 177.2 374.0 802.0 TABLE Existing (2019)-05 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Soledad Canyon Road east of Valley Center Drive NOTES: Santa Clarita Self -Storage - Existing (2019) * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 35430 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 40 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.10 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 103.4 209.3 444.2 953.8 TABLE Existing (2019) With Project-01 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Golden Valley Road north of Valley Center Drive NOTES: Santa Clarita Self -Storage - Existing (2019) With Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 34070 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 42 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 70.83 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 101.9 204.4 433.0 929.3 TABLE Existing (2019) With Project-02 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Golden Valley Road south of Valley Center Drive NOTES: Santa Clarita Self -Storage - Existing (2019) With Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 26660 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 42 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 69.76 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 89.4 175.0 368.4 789.4 TABLE Existing (2019) With Project-03 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Valley Center Drive from Golden Valley Road to Soledad Canyon Road NOTES: Santa Clarita Self -Storage - Existing (2019) With Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 14460 SPEED (MPH): 40 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 12 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 66.63 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 0.0 79.1 168.8 362.8 TABLE Existing (2019) With Project-04 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Soledad Canyon Road west of Valley Center Drive NOTES: Santa Clarita Self -Storage - Existing (2019) With Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 27420 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 40 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 69.98 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 89.8 177.7 375.1 804.3 TABLE Existing (2019) With Project-05 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Soledad Canyon Road east of Valley Center Drive NOTES: Santa Clarita Self -Storage - Existing (2019) With Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 35780 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 40 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.14 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 104.0 210.6 447.1 960.1 TABLE Future Without Project (2020)-Ol FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Golden Valley Road north of Valley Center Drive NOTES: Santa Clarita Self -Storage - Future Without Project (2020) * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 46790 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 42 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 72.20 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 122.2 250.7 534.1 1147.7 TABLE Future Without Project (2020)-02 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Golden Valley Road south of Valley Center Drive NOTES: Santa Clarita Self -Storage - Future Without Project (2020) * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 38590 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 42 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.37 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 109.3 221.4 470.2 1009.6 TABLE Future Without Project (2020)-03 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Valley Center Drive from Golden Valley Road to Soledad Canyon Road NOTES: Santa Clarita Self -Storage - Future Without Project (2020) * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 18720 SPEED (MPH): 40 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 12 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 67.76 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 0.0 93.6 200.3 430.9 TABLE Future Without Project (2020)-04 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Soledad Canyon Road west of Valley Center Drive NOTES: Santa Clarita Self -Storage - Future Without Project (2020) * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 41250 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 40 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.76 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 112.9 230.8 491.3 1055.5 TABLE Future Without Project (2020)-05 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Soledad Canyon Road east of Valley Center Drive NOTES: Santa Clarita Self -Storage - Future Without Project (2020) * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 51590 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 40 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 72.73 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 128.9 266.9 569.8 1225.0 TABLE Future (2020) With Project-01 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Golden Valley Road north of Valley Center Drive NOTES: Santa Clarita Self -Storage - Future (2020) With Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 46910 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 42 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 72.21 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 122.4 251.2 535.0 1149.7 TABLE Future (2020) With Project-02 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Golden Valley Road south of Valley Center Drive NOTES: Santa Clarita Self -Storage - Future (2020) With Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 38630 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 42 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.37 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 109.4 221.6 470.5 1010.3 TABLE Future (2020) With Project-03 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Valley Center Drive from Golden Valley Road to Soledad Canyon Road NOTES: Santa Clarita Self -Storage - Future (2020) With Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 18880 SPEED (MPH): 40 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 12 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 67.79 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 0.0 94.1 201.5 433.3 TABLE Future (2020) With Project-04 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Soledad Canyon Road west of Valley Center Drive NOTES: Santa Clarita Self -Storage - Future (2020) With Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 41370 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 40 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.77 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 113.0 231.2 492.2 1057.5 TABLE Future (2020) With Project-05 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 06/05/2020 ROADWAY SEGMENT: Soledad Canyon Road east of Valley Center Drive NOTES: Santa Clarita Self -Storage - Future (2020) With Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 51940 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ---------- ----- AUTOS 75.51 12.57 M-TRUCKS 1.56 0.09 H-TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 40 9.34 0.19 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 72.76 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ---------------------------- 129.4 268.1 572.3 1230.5 NOISE AND VIBRATION IMPACT ANALYSIS SANTA CLARITA SELF -STORAGE PROJECT APRIL 2020 CITY OF SANTA CLARITA, Los ANGELES COUNTY, CALIFORNIA SA IIIIIIII ATTACNA E CONSTRUCTMN u E CALCULA'flONS M:\HRP1901-Santa Clarita Self-Storage\Noise\Product\Noise and Vibration Memo 061220.docx u06/11/20,, Construction Calculations Phase: Site Preoaration Equipment Reference (dBA) 50 ft Lmax sage Factor' Distance to Receptor (ft) Ground Effects Noise Level (dBA) Lmax Le Grader 85 8 50 0.5 85 74 Scraper 88 40 50 0.5 88 84 Front Loader 79 40 50 0.5 79 75 Combined at 50 feet 90 85 Combined at Receptor 480 feet 70 65 Phase: Gradina Equipment Reference (dBA) 50 ft Lmax sage Factor' Distance to Receptor (ft) Ground Effects Noise Level (dBA) Lmax Le Grader 85 8 50 0.5 85 74 Dozer 80 40 50 0.5 80 76 Front Loader 79 40 50 0.5 79 75 Front Loader 79 40 50 0.5 79 75 Combined at 50 feet 88 81 Combined at Receptor 480 feet 68 61 Phase:Buildina Construstion Equipment Reference (dBA) 50 ft Lmax sage Factor' Distance to Receptor (ft) Ground Effects Noise Level (dBA) Lmax Le Crane 83 16 50 0.5 83 75 Forklift 75 20 50 0.5 75 68 Forklift 75 20 50 0.5 75 68 Generator 78 100 50 0.5 78 78 Front Loader 79 40 50 0.5 79 75 Welder 74 40 50 0.5 74 70 Welder 74 40 50 0.5 74 70 Welder 74 40 50 0.5 74 70 Combined at 50 feet ut 82 Combined at Receptor 480 feet 67 63 Phase: Pavina Equipment Reference (dBA) 50 ft Lmax sage Factor' Distance to Receptor (ft) Ground Effects Noise Level (dBA) Lmax Le Concrete Mixer 85 40 50 0.5 85 81 Concrete Pump 82 40 50 0.5 82 78 Paver 89 10 50 0.5 89 79 Roller 80 20 50 0.5 80 73 Roller 80 20 50 0.5 80 73 Front Loader 79 40 50 0.5 79 75 Combined at 50 feet 92 85 Combined at Receptor 480 feet 72 66 Phase: Architectural Coatina Equipment Reference (dBA) 50 ft Lmax sage Factor' Distance to Receptor (ft) Ground Effects Noise Level (dBA) Lmax Le Compressor 81 100 50 0.5 81 81 Combined at 50 feet 81 81 Combined at Receptor 480 feet 61 61 Sources: Noise from Construction Equipment and Operations, Building Equipment, and Home Appliances (USEPA 1971). RCNM i- Percentage of time that a piece of equipment is operating at full power. dBA — A -weighted Decibels Lmax- Maximum Level Leq- Equivalent Level APPENDIX G VMT Analysis (LLG) Transportation Impact Study (LLG) MEMORANDUM To: Mr. Ben Jarvis Date: June 15, 2020 Department of Community Development - Planning Division, City of Santa Clarita From Clare M. Look -Jaeger, P.E. �� LLG Ret: 1-18-4318-1 Chin S. Taing, PTP CST Linscott, Law & Greenspan, Engineers Santa Clarita Self -Storage Project — Supplemental VMT Analysis SubjectSanta of Santa Clarita, California Linscott, Law & Greenspan, Engineers (LLG) has prepared this memorandum to summarize the supplemental review conducted for the proposed Santa Clarita self - storage project ("proposed project" herein). As you are aware, LLG previously prepared the transportation impact study dated March 20, 2019 and the subsequent revised transportation impact study dated June 15, 2020 for the proposed project. We understand that the preparation of this qualitative Vehicle Miles Traveled (VMT) analysis has been requested for inclusion in the environmental document since the City has not formally adopted VMT-based thresholds at this time. The proposed project will be qualitatively evaluated against the recommended screening criteria contained in the State of California Governor's Office of Planning and Research (OPR)'s 2018 Technical Advisory on Evaluating Transportation Impacts in CEQA'. SB 743 Background On September 27, 2013, Governor Brown signed Senate Bill (SB) 743 (Steinberg, 2013). Among other things, SB 743 creates a process to change the methodology to analyze transportation impacts under California Environmental Quality Act (CEQA - Public Resources Code section 21000 and following), which could include analysis based on project vehicle miles traveled (VMT) rather than impacts to intersection Level of Service. Under SB 743, the focus of transportation analysis pursuant to CEQA will shift from driver delay, or level of service (LOS), to reduction of vehicle miles traveled, reduction in greenhouse gas emissions, creation of multimodal networks and promotion of mixed -use developments. On December 30, 2013, the State of California Governor's Office of Planning and Research (OPR) released a preliminary evaluation of alternative methods of transportation analysis. The intent of the original guidance documentation was geared first towards projects located within areas that are designated as transit priority areas, to be followed by other areas of the State. OPR updated the technical advisory that accompanies the revised CEQA Guidelines in April 2018 and submitted the proposed updates to the CEQA Guidelines to the California Natural Resources Agency (NRA). In December 2018, the California Natural Resources Agency t Technical Advisory on Evaluating Transportation Impacts in CEQA, State of California Governor's Office of Planning and Research, December 2018. Engineers & Planners Traffic Transportation (Parking Linscott, Lew & Greenspan, Engineers 600 S.Lake Avenue Suite 500 Pasadena, CA 91106 626,796.2322, r 626.792,0941 r www.Ilgengineers.com Pasadena Irvine San Diego Woodland Hills Philip M. Linscott, PE 01324-2000 William A. Laver, PE 0921-201e1 Jack MI. Greenspan, PE (Ret.t Paull W, Wilkinson, PE ffluc p John P Keating,, PE DavidShender, PE John A. B4Yarman,PE Clare M. Look -Jaeger, PE 6ichaid E. Barteno, PE Keii D. Maberry, PE. Walter B. Musial, PE Kalyan C. Nauuapu, PE An tn2Ws cen., 4my rrauundLd 1966 Mr. Ben Jarvis June 15, 2020 Page 2 certified and adopted amendments to the CEQA Guidelines implementing SB 743 with a target implementation date of July 1, 2020. The updated CEQA Guidelines allow for lead agency discretion in establishing methodologies and thresholds provided there is substantial evidence to demonstrate that the established procedures promote the intended goals of the legislation. Where quantitative models or methods are unavailable, Section 15064.3 allows agencies to assess VMT qualitatively using factors such as availability of transit and proximity to other destinations. The Technical Advisory on Evaluating Transportation Impacts in CEQA ("Technical Advisory") provides considerations regarding methodologies and thresholds with a focus on office, residential, and retail developments as these projects tend to have the greatest influence on VMT. As of the preparation of this assessment, many jurisdictions including the City of Santa Clarita are currently in the process of developing updated procedures for VMT analysis. Project Description The proposed project consists of the development of a three-story neighborhood storage facility consisting of up to 157,500 gross square feet. A total of 1,200 storage units are planned at the proposed self -storage facility with exterior access storage units provided on the ground floor and interior access storage units available on three levels (i.e., ground, second and third floors). Other site amenities include a customer service office near the site entrance and three interior loading lobbies. Vehicular access will be provided via one driveway on Valley Center Drive which connects to the on -site surface parking/loading areas. No direct project site access is planned to be provided via Golden Valley Road. Completion and occupancy of the proposed project is anticipated by the year 2022. VMT Assessment The City of Santa Clarita has not established VMT analysis procedures at this time; therefore, the project -related VMT impact has been assessed qualitatively based on guidance from the OPR's Technical Advisory and review of VMT policies. The Technical Advisory provides the following potential screening criteria for certain land development projects that may be presumed to result in a less than significant VMT impact: ■ Local -serving retail less than 50,000 square feet, including schools, daycare, student housing, etc. ■ Small projects generating less than 110 trips per day ■ Residential and office projects located in areas with low-VMT ■ Projects near transit stations or major transit stop along a high quality transit corridor Mr. Ben Jarvis June 15, 2020 Page 3 ■ Residential projects with a high percentage of affordable housing As mentioned in the Technical Advisory, new retail development typically redistributes and reroutes existing shopping trips rather than create new trips. By adding retail opportunities into the urban fabric and thereby improving destination proximity, local -serving retail tends to shorten trips and reduce VMT. It is also noted that lead agencies may presume such local serving retail development creates a less than significant transportation impact. Similarly, the proposed project would improve the proximity of self -storage facilities serving the local community, thereby shortening travel distances and reducing VMT. Figure A shows a map of existing self -storage facilities in the project vicinity. As shown in Figure 1, the majority of existing self -storage facilities are located west of the project site, near Bouquet Canyon Road and Railroad Avenue. The proposed project is located further east and will improve proximity of self -storage facilities for the community located near Newhall Ranch Road. Therefore, the proposed self - storage facility is expected to shorten trips and is expected to exhibit VMT characteristics similar to that of a local -serving retail use. Although the proposed self -storage project is more than 50,000 square feet, as representative of self -storage facilities most of the space would be utilized as passive space for storage, and as such, the project is anticipated to generate significantly fewer trips than 50,000 square feet of retail use. As summarized in Table 1, the proposed project is forecast to generate approximately 1,650 fewer weekday daily vehicle trips and 1,998 fewer Saturday daily trips than that expected to be generated by a 50,000 square -foot local serving retail development. Thus, the proposed Santa Clarita self -storage project can be presumed to result in a less than significant VMT impact based on State guidance because it would reduce VMT by shortening trips, similar to local -serving retail developments. Summary of Key Findings and Conclusions This VMT analysis has been conducted to identify and evaluate the potential impacts of the proposed project based on the VMT methodology set forth in the OPR's Technical Advisory on Evaluating Transportation Impacts in CEQA. According to the screening criteria in the Technical Advisory, the proposed self -storage project can be presumed to result in a less than significant VMT impact since it would reduce VMT by shortening trips, similar to those of local -serving retail establishments. Please feel free to call us at 626.796.2322 with any questions or comments regarding the supplemental VMT analysis prepared for the proposed Santa Clarita self -storage proj ect. M ,u, L Ch W1114ryrwv, MIrR �I ?Z5 of r, Pq`6 cli �, $� I a7 GmI EP", C. S FAri � y Cdk �. ri.N C9 r¢ j l m r rAll,. d sa L W J 4i 99� ,5 GCE 5 IV 'Mirz s (73 141, D �»ail (sf�� 1 �i w g ;•'u ICk"V �.,"q rttfi iN,N u £d"h fill x . I- C,,H 40 O V JI �JV_NY 'a' f O co Q- Q U)LY ~ U w w w - U Q LL Q LLo W LL '^ J V W 0 J U U Z LL J U) W U) CD Z_ H U) X W LL O Z O U O LU w F C) Q LL W C7 O H to w 'L LU � � C U z Eh LU Of X z a w a U3 Z W W W' C.7 J a J O O \ p z Z J zanbupoi OZOZ/6Z/90 L£:9b:60 dOl 6iv,p'o-61}\6Mp\2LCq\aU qof\: w U C7 z z w w Z wo a O U z O Q� w z W C7 C�L/ H H U LU O d ICI O N F x Ww a W H C N o 000 z N N � -- A A W a oc OM H O x x N F w a a O o C� oc H x w a a O o N N A � A W a W a p o0 N o0 000 0 Ic wCA o � o O y P. m c lb Iz co z z w LU 06 Q 0 U U) Z J TRANSPORTATION IMPACT STUDY SANTA CLARITA SELF -STORAGE PROJECT City of Santa Clarita, California July 8, 2020 Prepared for: Horne Partners, LLC 101 Westlake Drive, Suite 148-Box 7 Austin, Texas 78746 LLG Ref. 1-18-4318-1 QRpFESS/ s TR1/878 ; z w � 6/ rn I3 Prepared by: Under the Supervision of: *4 uwte '-)m - 9�1_ .. Chin S. Taing, PTP Clare M. Look -Jaeger, P.E. Transportation Planner III Principal Linsco% Law & Greenspan, Engineers 600 S. Lake Avenue Suite 500 Pasadena, CA 91106 626,796.2322 a 626.792.0941 r www.Ilgengineers.com TABLE OF CONTENTS SECTION PAGE ExecutiveSummary......................................................................................................................... iv 1.0 Introduction............................................................................................................................. 1 1.1 Study Area....................................................................................................................... 1 1.2 Overview of Senate Bill 743........................................................................................... 3 1.3 Congestion Management Program Status....................................................................... 3 2.0 Project Description.................................................................................................................. 4 2.1 Existing Project Site......................................................................................................... 4 2.2 Proposed Project Description.......................................................................................... 4 3.0 Site Access and Circulation.................................................................................................... 7 3.1 Existing Site Access......................................................................................................... 7 3.2 Proposed Project Site Access........................................................................................... 7 3.3 Pedestrian Access............................................................................................................ 7 3.4 Bicycle Access................................................................................................................. 8 4.0 Existing Street System............................................................................................................ 11 4.1 Local Street System......................................................................................................... 11 4.2 Roadway Classifications.................................................................................................. 11 4.3 Regional Highway System.............................................................................................. 13 4.4 Roadway Descriptions..................................................................................................... 13 4.5 Transit Services................................................................................................................ 13 5.0 Traffic Counts.......................................................................................................................... 17 6.0 Cumulative Development Projects........................................................................................ 20 6.1 Related Projects............................................................................................................... 20 6.2 Ambient Traffic Growth Factor....................................................................................... 24 7.0 Traffic Forecasting Methodology.......................................................................................... 25 7.1 Project Trip Generation................................................................................................... 25 7.1.1 Weekday Project Trip Generation Summary ...................................................... 26 7.1.2 Weekend Project Trip Generation Summary ...................................................... 26 7.2 Project Traffic Distribution and Assignment.................................................................. 26 8.0 Traffic Impact Analysis Methodology.................................................................................. 30 8.1 Impact Criteria and Thresholds....................................................................................... 31 8.2 Traffic Impact Analysis Scenarios.................................................................................. 31 9.0 Traffic Analysis....................................................................................................................... 32 9.1 Existing Conditions.......................................................................................................... 32 9.1.1 Existing Conditions............................................................................................. 32 9.1.2 Existing With Project Conditions........................................................................ 32 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project () IrJ 6 3 I, r' 1. t I, J"' TABLE OF CONTENTS (continued) SECTION PAGE 9.2 Future Conditions............................................................................................................ 32 9.2.1 Future Without Project Conditions..................................................................... 32 9.2.2 Future With Project Conditions.......................................................................... 32 10.0 Conclusions.............................................................................................................................. 38 APPENDICES APPENDIX A. Manual Intersection Traffic Count Data B. Comparative Use Trip Generation Forecasts C. HCM Control Delay and Levels of Service Explanation HCM Data Worksheets — Weekday AM, PM, and Saturday Mid -day Peak Hours 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project I I OYffl�I ,1'i. << i, TABLE OF CONTENTS (continued) LIST OF TABLES SECTION -TABLE # PAGE E-1 Comparative Use Trip Generation Forecasts......................................................................... vii 4-1 Existing Roadway Descriptions............................................................................................. 14 4-2 Existing Transit Routes.......................................................................................................... 15 5-1 Existing Traffic Volumes — Weekday AM, PM, and Saturday Mid -day Peak Hours.......... 18 6-1 Related Projects List and Trip Generation............................................................................. 21 7-1 Project Trip Generation.......................................................................................................... 27 8-1 LOS Criteria and Delay Characteristics................................................................................. 30 8-2 City of Santa Clarita Signalized Intersection Impact Threshold Criteria .............................. 31 9-1 Summary of Delay and Levels of Service....................................................................... 33 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project III OYffl�I ,1'i. << i, TABLE OF CONTENTS (continued) LIST OF FIGURES SECTION -FIGURE # PAGE 1-1 Vicinity Map.......................................................................................................................... 2 2-1 Aerial Photograph of the Existing Project Site...................................................................... 5 2-2 Site Plan.................................................................................................................................. 6 3-1 Existing Bikeway System...................................................................................................... 9 4-1 Existing Lane Configurations ................................................................................................ 12 4-2 Existing Public Transit Routes............................................................................................... 16 5-1 Existing Traffic Volumes — Weekday AM Peak Hour, Weekday PM Peak Hour, andSaturday Mid -day Peak Hour.......................................................................................... 19 6-1 Location of Related Projects.................................................................................................. 22 6-2 Related Projects Traffic Volumes —Weekday AM Peak Hour, Weekday PM Peak Hour, andSaturday Mid -day Peak Hour.......................................................................................... 23 7-1 Project Trip Distribution........................................................................................................28 7-2 Project Traffic Volumes — Weekday AM Peak Hour, Weekday PM Peak Hour, andSaturday Mid -day Peak Hour.......................................................................................... 29 9-1 Existing With Project Traffic Volumes — Weekday AM Peak Hour, Weekday PM Peak Hour, and Saturday Mid -day Peak Hour...................................................................... 34 9-2 Future Without Project Traffic Volumes — Weekday AM Peak Hour, Weekday PM Peak Hour, and Saturday Mid -day Peak Hour...................................................................... 35 9-3 Future With Project Traffic Volumes — Weekday AM Peak Hour, Weekday PM Peak Hour, and Saturday Mid -day Peak Hour............................................................................... 37 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 IV Santa Clarita Self -Storage Project OYffl�I ,1'i. << i, TRANSPORTATION IMPACT STUDY SANTA CLARITA SELF -STORAGE PROJECT City of Santa Clarita, California July 8, 2020 EXECUTIVE SUMMARY This traffic analysis has been conducted to identify and evaluate the potential traffic impacts of traffic generated by the proposed Santa Clarita Self -Storage project. The proposed project site is located at the southwest corner of the Golden Valley Road/Valley Center Drive intersection in the City of Santa Clarita, California. The proposed project consists of the maximum development of a three-story neighborhood storage facility consisting of up to 157,500 gross square feet. A total of 1,200 storage units are planned to be available through a combination of exterior and interior access storage units at the proposed self -storage facility. Vehicular access to the site will be provided via a limited access driveway located on the east side of Valley Center Drive (south of the project site). No driveway curb cuts are planned to be provided along Golden Valley Road. Completion and occupancy of the proposed self -storage project is expected by the end of year 2022. The proposed project is expected to generate 16 vehicle trips (10 inbound trips and 6 outbound trips) during the weekday AM peak hour. During the weekday PM peak hour, the proposed project is expected to generate 27 vehicle trips (13 inbound trips and 14 outbound trips). Over a 24-hour period, the proposed project is forecast to generate 238 daily trip ends (approximately 119 inbound trips and 119 outbound trips) during a typical weekday. The proposed project is also expected to generate 49 vehicle trips (29 inbound trips and 20 outbound trips) during the Saturday mid -day peak hour. Over a 24-hour Saturday period, the proposed project is forecast to generate 308 vehicle trips (approximately 154 inbound trips and 154 outbound trips). Trip generation forecasts for other potential development programs/land uses at this site (i.e., fast-food restaurant, grocery store, or pharmacy) were reviewed and determined to be significantly higher than those expected with the proposed Santa Clarita Self -Storage project. The comparative trip generation review is illustrated in Table E-1. Two (2) intersections in the project vicinity were selected for detailed peak hour level of service analyses under existing and future conditions, without and with the proposed project traffic. The analysis focused on assessing potential traffic impacts during the AM and PM peak hours on a typical weekday as well as the mid -day peak hour on a typical weekend day (Saturday) at the following locations: 1. Valley Center Drive/Soledad Canyon Road 2. Golden Valley Road/Valley Center Drive 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 V Santa Clarita Self -Storage Project () IrJ 6 3 I, r' 1. t I, i.,. The City of Santa Clarita Department of Community Development - Planning Division was consulted to obtain the list of development projects (related projects) in the area. A total of four (4) related projects was identified and considered as part of the cumulative traffic analysis. It is concluded that the proposed project is not expected to result in a significant project traffic impact at any of the study intersections based on the City of Santa Clarita's thresholds of significance used for evaluating traffic impacts. Incremental, but not significant, impacts are noted at the study intersections. Because there are no significant impacts, no direct traffic mitigation measures are required or recommended for the study locations. 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 VI Santa Clarita Self -Storage Project () 1063 I,r'1.t I, J"' Table E-1 COMPARATIVE USE TRIP GENERATION FORECASTS [1] LAND USE SIZE DAILY TRIP ENDS [2] VOLUMES AM PEAK HOUR VOLUMES [2] PM PEAK HOUR VOLUMES [2] SAT DAILY TRIP ENDS [2] VOLUMES SAT PEAK HOUR VOLUMES [2] IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL Proposed Project Mini -Warehouse [3] 157,500 GSF 238 10 6 16 13 14 27 308 29 20 49 Alternakre A Fast-food Restaurant [4] 3,000 GSF 1,413 62 59 121 51 47 98 1,848 84 81 165 Alternakre B Supermarket [5] 12,000 GSF 1,281 28 18 46 57 54 111 2,131 63 61 124 Alternakre C Pharmacy [6] 12,500 GSF 1,365 25 23 48 65 64 129 1,436 53 56 109 [1] Source: ITE "Trip Generation Manual", loth Edition, 2017. [2] Trips are one-way traffic movements, entering or leaving. [3] ITE Land Use Code 151 (Mini -Warehouse) trip generation average rates. Weekday Daily Trip Rate: 1.51 trips/1,000 SF of floor area; 50% inbound/50% outbound Weekday AM Peak Hour Trip Rate: 0.10 trips/ 1,000 SF of floor area; 60% inbound/40% outbound Weekday PM Peak Hour Trip Rate: 0.17 trips/1,000 SF of floor area; 47% inbound/53% outbound Saturday Daily Trip Rate: 1.95 trips/1,000 SF of floor area; 50% inbound/50% outbound Saturday Peak Hour of Generator Trip Rate: 0.31 trips/1,000 SF of floor area; 59% inbound/41% outbound [4] ITE Land Use Code 934 (Fast -Food Restaurant with Drive -Through Window) trip generation average rates. Weekday Daily Trip Rate: 470.95 trips/1,000 SF of floor area; 50% inbound/50% outbound Weekday AM Peak Hour Trip Rate: 40.19 trips/1,000 SF of floor area; 51% inbound/49% outbound Weekday PM Peak Hour Trip Rate: 32.67 trips/ 1,000 SF of floor area; 52% inbound/48% outbound Saturday Daily Trip Rate: 616.12 trips/1,000 SF of floor area; 50% inbound/50% outbound Saturday Peak Hour of Generator Trip Rate: 54.86 trips/1,000 SF of floor area; 51% inbound/49% outbound [5] ITE Land Use Code 850 (Supermarket) trip generation average rates. Weekday Daily Trip Rate: 106.78 trips/1,000 SF of floor area; 50% inbound/50% outbound Weekday AM Peak Hour Trip Rate: 3.82 trips/ 1,000 SF of floor area; 60% inbound/40% outbound Weekday PM Peak Hour Trip Rate: 9.24 trips/1,000 SF of floor area; 51% inbound/49% outbound Saturday Daily Trip Rate: 177.62 trips/1,000 SF of floor area; 50% inbound/50% outbound Saturday Peak Hour of Generator Trip Rate: 10.34 trips/1,000 SF of floor area; 51% inbound/49% outbound [6] ITE Land Use Code 881 (Pharmacy/Drugstore with Drive -Through Window) trip generation average rates. Weekday Daily Trip Rate: 109.16 trips/1,000 SF of floor area; 50% inbound/50% outbound Weekday AM Peak Hour Trip Rate: 3.84 trips/ 1,000 SF of floor area; 53% inbound/47% outbound Weekday PM Peak Hour Trip Rate: 10.29 trips/ 1,000 SF of floor area; 50% inbound/50% outbound Saturday Daily Trip Rate: 114.89 trips/1,000 SF of floor area; 50% inbound/50% outbound Saturday Peak Hour of Generator Trip Rate: 8.75 trips/1,000 SF of floor area; 49% inbound/51% outbound LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project VII TRANSPORTATION IMPACT STUDY SANTA CLARITA SELF -STORAGE PROJECT City of Santa Clarita, California July 8, 2020 1.0 INTRODUCTION This transportation analysis has been conducted to identify and evaluate the potential traffic impacts of the proposed self -storage project on the surrounding street system. The proposed project site is located at the southwest corner of the Golden Valley Road/Valley Center Drive intersection in the City of Santa Clarita, California. The proposed project site is bordered by Valley Center Drive to the north and west, vacant land to the south, and Golden Valley Road to the east. The proposed project site and general vicinity are shown in Figure 1-1. The transportation analysis follows City of Santa Clarita transportation study guidelines' and was also based on coordination with the City of Santa Clarita Department of Public Works — Traffic and Transportation Division staff. This transportation analysis evaluates potential project -related impacts at two (2) key intersections in the vicinity of the project site. Intersection analyses were prepared utilizing the Synchro 10 software package which implements the Highway Capacity Manual operational methods to determine delay values and corresponding Levels of Service for the study intersections. This study (i) presents existing traffic volumes, (ii) includes existing traffic volumes with the forecast traffic volumes from the proposed project, (iii) recommends mitigation measures, where necessary, (iv) forecasts future baseline traffic volumes, (v) forecasts future traffic volumes with the proposed project, (vi) determines forecast future with project -related impacts, and (vii) recommends mitigation measures, where necessary. 1.1 Study Area Upon coordination with City of Santa Clarita staff, two (2) study intersections have been identified for evaluation during the weekday morning and afternoon peak hours as well as the Saturday mid- day peak hour. The study intersections provide local access to the study area and define the extent of the boundaries for this transportation impact analysis. Further discussion of the existing street system and study area is provided in Section 4.0. The general location of the project in relation to the study locations and surrounding street system is presented in Figure 1-1. The transportation analysis study area is generally comprised of those locations which have the greatest potential to experience significant traffic impacts due to the 1 Traffic Impact Report Guidelines, City of Santa Clarita, August 1990. LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project -1- � � U Q w W °� Q (D Z 0 LLLL U > J W 0) H J U Z a z G U w H M w H z U — d U c ® Z z a w w w c7 w a J �O G \ p z z J zanbupoi BIOZ/�L/ZL bS:90:O1 dOl 6mp'l-11\6mp\8l£b\ali} qof\:o -2- proposed project as defined by the Lead Agency. In the traffic engineering practice, the study area generally includes those intersections that are: a. Immediately adjacent or in close proximity to the project site; b. In the vicinity of the project site that are documented to have current or projected future adverse operational issues; and C. In the vicinity of the project site that are forecast to experience a relatively greater percentage of project -related vehicular turning movements (e.g., at freeway ramp intersections). The locations selected for analysis were based on the above criteria, proposed project peak hour vehicle trip generation, the anticipated distribution of project vehicular trips and existing intersection/corridor operations. 1.2 Overview of Senate Bill 743 On September 27, 2013, Governor Brown signed Senate Bill (SB) 743 (Steinberg, 2013). Among other things, SB 743 creates a process to change the methodology to analyze transportation impacts under California Environmental Quality Act (CEQA - Public Resources Code section 21000 and following), which could include analysis based on project vehicle miles traveled (VMT) rather than impacts to intersection Level of Service. On December 30, 2013, the State of California Governor's Office of Planning and Research (OPR) released a preliminary evaluation of alternative methods of transportation analysis. The intent of the original guidance documentation was geared first towards projects located within areas that are designated as transit priority areas, to be followed by other areas of the State. OPR updated the technical advisory that accompanies the revised CEQA Guidelines in April 2018 and submitted the proposed updates to the CEQA Guidelines to the California Natural Resources Agency (NRA). In December 2018, the California NRA certified and adopted the CEQA Guidelines implementing SB 743 with a target implementation date of July 1, 2020. Therefore, the analysis in this study utilizes existing, long-established protocols in accordance with CEQA and the City's current significance thresholds. 1.3 Congestion Management Program Status The Congestion Management Program (CMP) was previously a state -mandated program that was enacted by the California State Legislature with the passage of Proposition 111 in 1990 that primarily utilized a level of service (LOS) performance metric. Senate Bill 743 contains amendments to current congestion management law that allows counties to opt out of the LOS standards that would otherwise apply in areas where CMPs are utilized. Pursuant to California Government Code §65088.3, local jurisdictions may opt out of the CMP requirement without penalty if a majority of the local jurisdictions representing a majority of the County's population formally adopt resolutions requesting to opt out of the program. As of October 2019, the majority of local agencies representing the majority of the County's population have adopted resolutions to opt out of the program. Therefore, the CMP is no longer applicable in Los Angeles County. 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project () IrJ 6 3 I, r, 1. t i.,. -3- 2.0 PROJECT DESCRIPTION 2.1 Existing Project Site The existing project site is located at the southwest corner of the Golden Valley Road/Valley Center Drive intersection in the City of Santa Clarita. The existing site is currently undeveloped land totaling approximately 2.26 acres. The proposed project site is bordered by Valley Center Drive to the north and west, vacant land to the south, and Golden Valley Road to the east. An aerial photograph of the existing project site is contained in Figure 2-1. 2.2 Proposed Project Description The proposed project consists of the development of a three-story neighborhood storage facility consisting of up to 157,500 gross square feet. A total of 1,200 storage units are planned at the proposed self -storage facility with exterior access storage units provided on the ground floor and interior access storage units available on three levels (i.e., ground, second and third floors). Other site amenities include a customer service office near the site entrance and three interior loading lobbies. Completion and occupancy of the proposed project is anticipated by the year 2022. The conceptual site plan for the proposed project is illustrated in Figure 2-2. Vehicular access will be provided via one driveway on Valley Center Drive which connects to the on -site surface parking/loading areas. No direct project site access is planned to be provided via Golden Valley Road. Further discussion of the project's site access and circulation scheme is provided in Section 3.0. 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project () IrJ 6 3 I, r, 1. t i.,. M 1 �V� r lfy,v Inr I , r / IVl�flrll fNv //1 � � H%/ nv r r raj/i r ,r r It / N >« ' /r a � IN J' I J w U N w W Ow 0- D U Q W L 1_ lO^^ NO vJ I� LL J W r n co V H Z a J V ) W ra VJ LL O V O O I..L a w U w O a� c z Till Hill k u' z w w c� J N ° L) U) z Z J —5— zanbupoi BIOZ/�L/Zl ZZ:LOOI dOl 6n^P'l—Zl\6^^P\8l£b\all} qof\:o Peony d,altah. uOPPOO NQ Lu J O w LL (n O H LL J W co H J U Z a w cr U w F U CC Q z Q O O C7 w w U [C z D O u/i z w w c7 w a J O O \ p z Z J -6- zanbupoi OZOZ/LL/90 SS:q2:ZL dOl 6mp,Z—Zl\6mp\8L£b\ali} qof\:o 3.0 SITE ACCESS AND CIRCULATION Descriptions of the existing and proposed project site access and circulation schemes are provided in the following subsections. 3.1 Existing Site Access Since the site is currently vacant land, no existing curb cuts are provided adjacent to the existing site along Valley Center Drive or Golden Valley Road. An aerial photograph of the existing project site and the adjacent roadways is presented in Figure 2-1. 3.2 Proposed Project Site Access The proposed site access scheme for the Santa Clarita Self -Storage project is displayed in Figure 2- 2. Vehicular movements into and out of the proposed project site will be provided via a new project driveway on Valley Center Drive. No driveway curb cuts are planned along Golden Valley Road. A description of the project site driveway is provided in the following paragraph. • Valley Center Drive Project Driveway: This new project driveway is planned to be located on the east side of Valley Center Drive south of the property frontage at the adjacent parcel. The Valley Center Drive project driveway will provide direct access to the surface parking area and customer service office located at the southwest portion of the site. An automatic sliding gate or lift gate will control access to the parking areas which serve the storage units. The entry area and internal parking areas are designed so that access by the Fire Department and other emergency personnel can be facilitated. Due to the existing raised median island restrictions on Valley Center Drive, limited access (i.e., right -turn ingress as well as right -turn and left -turn egress movements only) is planned to be provided at the project driveway. The Valley Center Drive driveway will be constructed to City of Santa Clarita design standards. The number of vehicles forecast with development of the project site is discussed later in Section 7.0. 3.3 Pedestrian Access The project will be designed to encourage pedestrian activity and walking as a transportation mode.2 As indicated in Figure 2-2, the proposed project will include site enhancements to promote walkability. Walkability is a term for the extent to which walking is readily available as a safe, connected, accessible and pleasant mode of transport. There are several criteria that are widely accepted as key aspects of the walkability of urban areas that should be satisfied. The underlying principle is that pedestrians should not be delayed, diverted, or placed in danger. The widely accepted characteristics of walkability are as follows: 2 For example, refer to ljgp./ ] v .v alksrare.conv, which generates a walkability score of approximately 33 (Car Dependent) out of 100 for the project site. Walk Score calculates the walkability of an address by locating nearby stores, restaurants, schools, parks, etc. Walk Score measures how easy it is to live a car-lite lifestyle —not how pretty the area is for walking. 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project () IrJ 6 3 I, r'':I . t J"' -7- • Connectivity: People can walk from one place to another without encountering major obstacles, obstructions, or loss of connectivity. • Convivial: Pedestrian routes are friendly and attractive, and are perceived as such by pedestrians. • Conspicuous: Suitable levels of lighting, visibility and surveillance over its entire length, with high quality delineation and signage. • Comfortable: High quality and well -maintained footpaths of suitable widths, attractive landscaping and architecture, shelter and rest spaces. • Convenient: Walking is a realistic travel choice, partly because of the impact of the other criteria set forth above, but also because walking routes are of a suitable length as a result of land use planning with minimal delays. A review of the project site location and pedestrian walkway network indicates that these five primary characteristics are accommodated as part of the proposed project. The project site is accessible from nearby public bus transit and to rail transit via bus transit transfers as well as other amenities along nearby major corridors. The majority of pedestrian access to the project site is envisioned to occur via public sidewalks provided along streets in the study area. In addition, the site's internal pedestrian walkways will be appropriately landscaped and adorned to provide a friendly walking environment. 3.4 Bicycle Access Bicycle access to the project site is facilitated by the City of Santa Clarita bicycle roadway network. Existing or proposed bicycle facilities (e.g., Class I Bicycle Path, Class II Bicycle Lanes, Class III Bicycle Routes, Proposed Bicycle Routes, Bicycle Friendly Streets, etc.) in the City's 2016 Bicycle Plan are located within an approximate one -mile radius from the project site.3 The existing bikeway system in close proximity to the project site and in the surrounding area is illustrated in Figure 3-1. The Federal and State transportation system recognizes three primary bikeway facilities: Bicycle Paths (Class I), Bicycle Lanes (Class II), and Bicycle Routes (Class III). Bicycle Paths (Class I) are exclusive car free facilities that are typically not located within a roadway area. Bicycle Lanes (Class II) are part of the street design that is dedicated only for bicycles and identified by a striped lane separating vehicle lanes from bicycle lanes. Bicycle Routes (Class III) are preferably located on collector and lower volume arterial streets. 3 Source: City of Santa Clarita Trails and Parks Map, Revised April 2016. 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project () IrJ 6 3 I, r, 1. t i.,. in w, 7 ((p NQ w m ff 1 WI lilt W 0MHdYd 4 fJ 1 JJf � all 01 „n. M I f l PIN 61 f y �I 7Iin xu,d nab i...l Tv � krRpmi f a i Poo 1-1 � G U co WUj w 0 U) 0- w D LU J W to co j< rr�V J U Z ram^^ X W W H H O a � c Z d U� Z W W W' c� W a J O O \ p z Z J zanbppoj BIOZ/�L/ZL bZ:OS:OI dOl 6mp'l-£1\6mp\8l£b\a4 goNo -9- Three bicycle facilities in the City's bicycle network are located within an approximate one -mile radius from the project site: • East-West Routes - Soledad Canyon Road (Chuck Pontius Commuter Trail): Class I (Bike Path) - Golden Triangle Road: Class III (Bike Route) - Centre Pointe Parkway: Class II (Bike Lane) • North -South Routes - Golden Valley Road: Class I (Bike Path) - Newhall Ranch Road: Class I (Bike Path) Use of bicycles as a transportation mode to and from the project site should be encouraged by the provision of ample and safe parking. The type of spaces and facilities will be provided based on City Code requirements (refer to City of Santa Clarita Municipal Code Chapter 17.51.060.I). 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project () IrJ 6 3 I, I i.,. -10- 4.0 EXISTING STREET SYSTEM 4.1 Local Street System Immediate access to the proposed self -storage project will be provided via Valley Center Drive. The following two (2) study intersections were selected for analysis in consultation with City staff in order to determine potential impacts related to the proposed project: 1. Valley Center Drive/Soledad Canyon Road 2. Golden Valley Road/Valley Center Drive Both of the study intersections selected for analysis are presently controlled by traffic signals. The existing lane configurations at the study intersections are displayed in Figure 4-1. 4.2 Roadway Classifications The City of Santa Clarita utilizes the roadway categories recognized by regional, state and federal transportation agencies. There are four categories in the roadway hierarchy, ranging from freeways with the highest capacity to two-lane undivided roadways with the lowest capacity. The roadway categories are summarized as follows: • Freeways are limited -access and high speed travel ways included in the state and federal highway systems. Their purpose is to carry regional through -traffic. Access is provided by interchanges with typical spacing of one mile or greater. No local access is provided to adjacent land uses. • Arterial roadways are major streets that primarily serve through -traffic and provide access to abutting properties as a secondary function. Arterials are generally designed with two to six travel lanes and their major intersections are signalized. This roadway type is divided into two categories: principal and minor arterials. Principal arterials are typically four -or -more lane roadways and serve both local and regional through -traffic. Minor arterials are typically two -to -four lane streets that service local and commute traffic. • Collector roadways are streets that provide access and traffic circulation within residential and non-residential (e.g., commercial and industrial) areas. Collector roadways connect local streets to arterials and are typically designed with two through travel lanes (i.e., one through travel lane in each direction) that may accommodate on -street parking. They may also provide access to abutting properties. • Local roadways distribute traffic within a neighborhood, or similar adjacent neighborhoods, and are not intended for use as a through -street or a link between higher capacity facilities such as collector or arterial roadways. Local streets are fronted by residential uses and do not typically serve commercial uses. 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project () IrJ 6 3 I, r'':I . t I, J"' -11- � V•y /� O op Q v RD V No y / / / / / / 20 40 U U 4 z w W 0 °� a LU (D o C7 19 ~ LL LL J W Z co O ~ U J W C) Z < z J ran Z vJ X w z w 2i w w Q cn z a F cc o a J LL J C 0-z LL o C Ilio N Q m U z d z W W W' C.7 w a J �O G \ p z z J -IG- zanbupoi 9LOZ/�L/ZL SZ:90:O1 dOl 6mp'L-bl\6mp\9l£b\ali} qof\:o 4.3 Regional Highway System Primary regional access is provided by the State Route 14 (Antelope Valley) Freeway as shown in Figure 1-1. A brief description of the SR-14 Freeway is provided in the following paragraph. Antelope Valley (SR-14) Freeway is a major north -south oriented freeway connecting the North Los Angeles County area to the north through the Cities of Lancaster, Palmdale and Santa Clarita to the City of Los Angeles at its interchange with the Golden State Freeway to the south. The Antelope Valley Freeway generally contains three mainline freeway lanes in each direction in the project vicinity. High occupancy vehicle (HOV) lanes are provided on the Antelope Valley Freeway during the weekday morning peak periods (5:00 AM to 9:00 AM) in the southbound direction and during the weekday afternoon peak periods (3:00 PM to 7:00 PM) in the northbound direction. Within the project study area, northbound and southbound on and off -ramps are provided on the SR-14 Freeway at Via Princessa and Golden Valley Road both located southeast of the project site. 4.4 Roadway Descriptions A review of the important roadways in the project site vicinity and study area is summarized in Table 4-1. As indicated in Table 4-1, the important roadways within the project study area were reviewed in terms of the number of lanes provided, roadway median types, posted speed limits, etc. Additionally, the roadway classifications of key roads in the project study area are also presented in Table 4-1. 4.5 Transit Services Public bus and rail transit services are provided within the project study area. Public bus transit service is currently provided by the City of Santa Clarita Transit system. Metrolink also operates one commuter rail transit line which stops and services the Santa Clarita Station. The Antelope Valley Line runs primarily north -south from Lancaster to Los Angeles Union Station. A summary of the existing transit service, including the transit routes, destinations and peak hour headways is presented in Table 4-2. The existing public transit routes in the project site vicinity are illustrated in Figure 4-2. 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project () IrJ 6 3 I, r'':I . t I J"' -13- Table 4-1 EXISTING ROADWAY DESCRIPTIONS Roadway Classification [11 Travel Lanes Median Types [41 Speed Limit Direction [21 No. Lanes [31 Valley Center Drive Local Street NB-SB, BB-WB 4 RMI 40 Golden Valley Road Major Highway NB-SB 6 151 RMI 50 Soledad Canyon Road Major Highway BB-WB 6 151 RMI 50 Notes: [1] Roadway classifications obtained from the City of Santa Clarita General Plan (Circulation Element), adopted June 2011. [2] Direction of roadways in the project area: NB-SB = northbound and southbound; and BB-WB = eastbound and westbound. [3] Number of lanes in both directions on the roadway. [4] Median type of the road: RMI = Raised Median Island; 2 WLT = 2-Way Left -Turn Lane; and N/A = Not Applicable. [5] Class I (Bike Path) LINSCOTT, LAW & GREENSPAN, engineers -14- LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project \ § � y / ( \ Q u \ % j \ 2 � \ § \ 7 \ \ j / » § � j \ � � k \ ` z « / j ! \ 3 & ® ` ® _ 4 \ \ \ \ < % 4 / ƒ ) $ \ \ § S \ \ -IS- 4ts "M1'jjk ills 's I z Z. 4 uJ 6�" '1% xd Ar Pill C3 n ol Q IR a zanbijpoi 9LOZ/�L/ZL ZZ:gg:OL d(p 6mp'Z—t?j\6mp\8LCt?\aj!j—qo[\: 5.0 TRAFFIC COUNTS Manual counts of vehicular turning movements were conducted at the two (2) study intersections during the weekday morning (AM) and afternoon (PM) commuter periods, as well as the Saturday mid -day peak period, to determine the peak hour traffic volumes. The manual counts were conducted in Fall 2018 by an independent traffic count subconsultant (City Traffic Counters) at the study intersections from 7:00 AM to 9:00 AM to determine the weekday AM peak commuter hour, from 4:00 PM to 6:00 PM to determine the weekday PM peak commuter hour, and from 12:00 PM to 2:00 PM to determine the Saturday mid -day peak hour. Traffic volumes at the study intersections show the typical peak periods between 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM generally associated with the peak morning and afternoon commuter time periods. The weekday AM and PM peak hour manual counts of vehicle turning movements at the study intersections are summarized in Table 5-1. The existing traffic volumes at the study intersections during the weekday AM and PM peak hours are shown in Figure 5-1. Summary data worksheets of the manual traffic counts at the study intersections are contained in Appendix A. The Saturday mid -day peak period manual counts of vehicle turning movements at the study intersections included in the weekend analysis are also summarized in Table 5 1. The existing traffic volumes at these study intersections during the Saturday mid -day peak hour are also shown in Figure 5 1. Summary data worksheets of the Saturday manual traffic counts at the study intersections are also contained in Appendix A. 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project () IrJ 6 3 I, r'':I . t I, J"' -17- N l� M 01 M 00 �O W O � W a O F�1 O 00 O� M O N O O O N r� W W ?s LC LC oc W o 0 0 0 mod' cz cz cz cz z - 0- > > c� o � N r� V • - l23 - _ QpO ZRIPNO�E r �\ i i RD CANYON RD WEEKDAY AM PEAK HOUR � r � j� C m CANYON __- RD WEEKDAY PM PEAK HOUR 518 �rn , i 1331 G 101J 1205— , _ - CANYON __- RD 5O SATURDAY MID -DAY PEAK HOUR / \ PROJECT SITE FIGURE 5-1 \L NOT TO SCALE EXISTING TRAFFIC VOLUMES LINSCOTT, LAW & GREENSPAN, engineers SANTA CLARITA SELF -STORAGE PROJECT ) -I9- 6.0 CUMULATIVE DEVELOPMENT PROJECTS The forecast of future pre -project conditions was prepared in accordance with procedures outlined in Section 15130 of the CEQA Guidelines. Specifically, the CEQA Guidelines provide two options for developing the future traffic volume forecast: "(A) A list of past, present, and probable future projects producing related or cumulative impacts, including, if necessary, those projects outside the control of the [lead] agency, or (B) A summary of projections contained in an adopted local, regional or statewide plan, or related planning document, that describes or evaluates conditions contributing to the cumulative effect. Such plans may include: a general plan, regional transportation plan, or plans for the reduction of greenhouse gas emissions. A summary of projections may also be contained in an adopted or certified prior environmental document for such a plan. Such projections may be supplemented with additional information such as a regional modeling program. Any such document shall be referenced and made available to the public at a location specified by the lead agency." Accordingly, the traffic analysis provides a highly conservative estimate of future pre -project traffic volumes as it incorporates both the "A" and "B" options outlined in the CEQA Guidelines for purposes of developing the forecast. 6.1 Related Projects A forecast of on -street traffic conditions prior to occupancy of the proposed project was prepared by incorporating the potential trips associated with other known development projects (related projects) in the area. With this information, the potential impact of the proposed project can be evaluated within the context of the cumulative impact of all ongoing development. The related projects research was based on information on file at the City of Santa Clarita Community Development Department Planning Division. The list of related projects in the project study area is presented in Table 6-1. The location of the related projects is illustrated in Figure 6-1. Traffic volumes expected to be generated by the related projects were calculated using rates provided in the Institute of Transportation Engineers' (ITE) Trip Generation Manual4. The related projects' respective traffic generation for the weekday AM, PM, and Saturday mid -day peak hours, as well as on a daily basis for a typical weekday and weekend day (Saturday), is summarized in Table 6-1. The distribution of the related projects traffic volumes to the study intersections during the weekday AM, PM, and Saturday mid -day peak hours are displayed in Figure 6-2. 4 Institute of Transportation Engineers Trip Generation Manual, 10' Edition, Washington, D.C., 2017. 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project () IrJ 6 3 I, r, 1. t i.,. -20- a H m oN0 x� Wao F> d a w F w mr�> F p N a C4N0 N v O � x x F � m w O z a a m allo 0 F m� x� w F wao w �o A w � w Gwp z> F F w a G W 0 h m � w � A w m w � n O ww O -0o- o °mm 11 U m U F4 N o d m 1 o b o o F o � C o a w � z o -21- U U w w U w O w (D o 19 0 LL W w CO Q J � W of U LL z O a Z O U O W O z z w w J a J O O \ p z Z J zanbupoi OZOZ/ZO/90 bl:9b:ZL dOl 6mp'L-91\6mp\8l£b\ali} qof\:o -22- i _ 99" - - - Sa��OPO ZR�PNO�E RD CANYON RD WEEKDAY AM PEAK HOUR i _ 403 RD \ 341 - , _ _ CANYON - - RD WEEKDAY PM PEAK HOUR 48l m RD 4J-- _ 9-- - - - - CANYON __- RD SATURDAY MID -DAY PEAK HOUR / \ PROJECT SITE FIGURE 6-2 \L NOT TO SCALE RELATED PROJECTS TRAFFIC VOLUMES LINSCOTT, LAW & GREENSPAN, engineers SANTA CLARITA SELF -STORAGE PROJECT -23- 6.2 Ambient Traffic Growth Factor In order to account for area -wide regional growth not included in this analysis, the existing traffic volumes were increased at an annual rate of two percent (2.0%) to the year 2022 (i.e., the anticipated year of project build -out). The ambient growth factor was based on general traffic growth factors provided in the 2010 Congestion Management Program for Los Angeles County (the "CMP manual") and determined in consultation with City of Santa Clarita staff. It is noted that the ambient traffic growth rate is intended to anticipate future traffic generated by development projects in the project vicinity. Thus, the inclusion in this traffic analysis of both a forecast of traffic generated by known related projects plus the use of an ambient growth traffic factor based on CMP traffic model data results in a conservative estimate of future traffic volumes at the study intersections. 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project () IrJ 6 3 I, r, 1. t i.,. -24- 7.0 TRAFFIC FORECASTING METHODOLOGY In order to estimate the transportation impact characteristics of the proposed project, a multi -step process has been utilized. The first step is trip generation, which estimates the total arriving and departing traffic volumes on a peak hour and daily basis. The traffic generation potential is forecast by applying the appropriate vehicle trip generation equations or rates to the project development tabulation. The second step of the forecasting process is trip distribution, which identifies the origins and destinations of inbound and outbound project traffic volumes. These origins and destinations are typically based on demographics and existing/anticipated travel patterns in the study area. The third step is traffic assignment, which involves the allocation of project traffic to study area streets and intersections. Traffic assignment is typically based on minimization of travel time, which may or may not involve the shortest route, depending on prevailing operating conditions and travel speeds. Traffic distribution patterns are indicated by general percentage orientation, while traffic assignment allocates specific volume forecasts to individual roadway links and intersection turning movements throughout the study area. With the forecasting process complete and project traffic assignments developed, the impact of the proposed project is isolated by comparing operational (i.e., Levels of Service) conditions at the selected key intersections using existing and expected future traffic volumes without and with forecast project traffic. The need for site -specific and/or cumulative local area traffic improvements can then be evaluated and the significance of the project's impacts identified. 7.1 Project Trip Generation Traffic generation is expressed in vehicle trip ends, defined as one-way vehicular movements, either entering or existing the generating land use. Traffic volumes expected to be generated by the proposed project during the weekday AM and PM peak hours and Saturday mid -day peak hour, as well as on a daily basis for a weekday and a Saturday, were estimated using rates published in the ITE Trip Generation Manual. ITE Land Use Code 151 (Mini -Warehouse) trip generation rates were used to forecast the traffic volumes expected to be generated by the proposed self -storage project. Traffic volumes expected to be generated by the proposed project were based upon rates per gross square feet for the building area. It should be noted that other potential development programs for this site were reviewed in order to compare the trip generation forecasts for these land uses with those of the proposed project. Descriptions of other potential development uses at this site were determined and provided by the project applicant representatives (i.e., fast-food restaurant, grocery store, or pharmacy). The traffic volumes expected to be generated by these comparative uses for the weekday AM, PM, and Saturday mid -day peak hours as well as on a daily basis for a typical weekday and Saturday are summarized and contained in Appendix B for informational purposes only. 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project () IrJ 6 3 I, r, 1. t i.,. -25- 7.1.1 Weekday Project Trip Generation Summary The trip generation rates and forecast of vehicular trips anticipated to be generated for the proposed project is summarized in Table 7-1. The trip generation forecast for the proposed project was submitted for review and approval by City of Santa Clarita staff. As presented in Table 7-1, the proposed project is expected to generate 16 vehicle trips (10 inbound trips and 6 outbound trips) during the weekday AM peak hour. During the weekday PM peak hour, the proposed project is expected to generate 27 vehicle trips (13 inbound trips and 14 outbound trips). Over a 24-hour period, the proposed project is forecast to generate 238 daily trip ends (approximately 119 inbound trips and 119 outbound trips) during a typical weekday. In addition, no trip reductions were employed in the analysis to account for use of alternative transportation/travel modes. Therefore, the above estimate of vehicular trip generation is conservative for analysis purposes. 7.1.2 Weekend Project Trip Generation Summary The Saturday trip generation forecast for the proposed project is also summarized in Table 71. As summarized in Table 71, the proposed project is expected to generate 49 vehicle trips (29 inbound trips and 20 outbound trips) during the Saturday mid -day peak hour. Over a 24-hour Saturday period, the proposed project is forecast to generate 308 vehicle trips (approximately 154 inbound trips and 154 outbound trips). 7.2 Project Traffic Distribution and Assignment Project traffic volumes both entering and exiting the site have been distributed and assigned to the adjacent street system based on the following considerations: • The site's proximity to major traffic corridors (i.e., Golden Valley Road, Newhall Avenue, Soledad Canyon Road, SR-14 Freeway, etc.); • Expected localized traffic flow patterns based on adjacent roadway channelization and presence of traffic signals; • Ingress/egress scheme planned for the proposed project; • Nearby population and employment centers; and • Coordination with City staff. The project traffic volume distribution percentages during the weekday AM, PM, and Saturday mid- day peak hours at the study intersections are illustrated in Figure 7-1. The forecast project traffic volumes at the study intersections for the weekday AM, PM, and Saturday mid -day peak hours are displayed in Figure 7-2. The traffic volume assignments presented in Figure 7-2 reflect the traffic distribution characteristics shown in Figure 7-1 and the project traffic generation forecast presented in Table 7-1. 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project () IrJ 6 3 I, r, 1. t i.,. -26- � � T O O N x w a a z N N A A W a o M � a O a d' H N N C4 O x w o w � a a � o a x w a o a O z N A a N N w C7 No O A � O lb N C Z Q d z Z W LU 06 Q J H -27- M 91 IR z G r z Q U A r l Z I I O I I ~ I I m Of I I N I I � I I } LLJ b„ o U w 0 I I � L J RD N Z U O W W ow LU D m Q C� LL �^ o V J LL Q J W co I..L J U U z W � w O I..L LU W CO F z Z W W U Of LU w a � � a 0 z z coc m LO d z G II II � N X X Q d Z W W W' C.7 J a J C�Z�' p z Z J -28- zanbupoi BIOZ/�L/ZL £O:OI:OI dOl 6mp'L-LA6mp\8l£b\ali} qof\:o 3 2 � � r I I r - - - CANYON RD ZR�PNO�E QpO WEEKDAY AM PEAK HOUR 2 � � r i I 4J r CANYON --- �__- RD WEEKDAY PM PEAK HOUR I I 5J r 4� i CANYON RD c�0 SATURDAY MID -DAY PEAK HOUR / \ PROJECT SITE FIGURE 7-2 \L NOT TO SCALE PROJECT TRAFFIC VOLUMES LINSCOTT, LAW & GREENSPAN, engineers SANTA CLARITA SELF -STORAGE PROJECT -29- 8.0 TRAFFIC IMPACT ANALYSIS METHODOLOGY Intersection analyses were prepared utilizing the Synchro 10 software package which implements the Highway Capacity Manual (HCM) operational method to determine delay values and corresponding Levels of Service (LOS) for the study intersections. For the HCM operational method of analysis, LOS for intersections is defined in terms of control delay, which is a measure of driver discomfort, frustration, fuel consumption, and lost travel time. The delay experienced by a motorist is made up of a number of factors that relate to control, geometries, traffic, and incidents. Total delay is the difference between the travel time actually experienced and the reference travel time that would result during ideal conditions: in the absence of traffic control, in the absence of geometric delay, in the absence of any incidents, and when there are no other vehicles on the road. The HCM signalized methodology calculates the control delay for each of the subject traffic movements and determines the LOS for each constrained movement. The control delay for any particular movement is a function of the capacity of the approach and the degree of saturation. The overall control delay is measured in seconds per vehicle and the LOS is then determined. Intersection Levels of Service vary from LOS A (free flow condition) to LOS F (jammed condition). The six qualitative categories of Level of Service have been defined along with the corresponding HCM control delay value range and are shown in Table 8-1. Detailed description of the HCM operations method and corresponding Levels of Service is also provided in Appendix C. TABLE 8-1 LEVEL OF SERVICE CRITERIA AND DELAY CHARACTERISTICS Level of Service (LOS) Control Delay (SecNeh) Level of Service Description This level of service occurs when progression is extremely favorable and most A < 10 vehicles arrive during the green phase. Most vehicles do not stop at all. Short cycle lengths may also contribute to low delay values. B > 10 and < 20 This level generally occurs with good progression, short cycle lengths, or both. More vehicles stop than with LOS A, causing higher levels of delay. These higher delays may result from fair progression, longer cycle lengths, or C > 20 and < 35 both. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant at this level, though many still pass through the intersection without stopping. At LOS D, the influence of congestion becomes more noticeable. Longer D > 35 and < 55 delays may result from some combination of unfavorable progression, long cycle lengths, or high v/c ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. These high delay values generally indicate poor progression, long cycle E > 55 and < 80 lengths, and high v/c ratios. Individual cycle failures are frequent occurrences. This level, considered to be unacceptable to most drivers, often occurs with oversaturation, that is, when arrival flow rates exceed the capacity of the lane F > 80 groups. It may also occur at high v/c ratios with many individual cycle failures. Poor progression and long cycle lengths may also be major contributing factors to such delay levels. 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project () IrJ 6 3 I , r'':I . t I , i.,. -30- 8.1 Impact Criteria and Thresholds The relative impact of the added project traffic volumes to be generated by the proposed project during the weekday AM, PM, and Saturday mid -day peak hours was evaluated based on analysis of existing and future operating conditions at the study intersections, without and with the proposed project. The previously discussed delay analysis procedures were utilized to evaluate the future delay relationships and service level characteristics at each study intersection. The significance of the potential impacts of project -generated traffic at each study intersection was identified using criteria as confirmed with the City of Santa Clarita Department of Public Works — Traffic and Transportation Planning staff. According to the City's method for calculating the level of impact due to traffic generated by the proposed project, a significant transportation impact is determined based on the criteria presented in Table 8-2. TABLE 8-2 CITY OF SANTA CLARITA SIGNALIZED INTERSECTION IMPACT THRESHOLD CRITERIA Pre -Project Delay (seconds/vehicle) Level of Service Project -Related Increase in Delay > 35 D Change from LOS D or better to LOS E/F With Project Delay (seconds/vehicle) Level of Service Project -Related Increase in Delay > 35 D Greater than 4.0 seconds increase in delay > 55 E or F Greater than 2.0 seconds increase in delay 8.2 Traffic Impact Analysis Scenarios Pursuant to the City's traffic study guidelines, delay and corresponding LOS calculations have been prepared for the following scenarios: [a] Existing conditions. [b] Existing with project conditions. [c] Condition [b] with implementation of project mitigation measures, where necessary. [d] Condition [a] plus 2.0 percent (2.0%) annual ambient traffic growth through year 2022 and with completion and occupancy of the related projects (i.e., future without project conditions). [e] Condition [d] with completion and occupancy of the proposed project. [f] Condition [e] with implementation of project mitigation measures, where necessary. The traffic volumes for each new condition were added to the volumes in the prior condition to determine the change in delay values at the study intersections. 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project () IrJ 6 3 I, r, 1. t i.,. -31- 9.0 TRAFFIC ANALYSIS The traffic impact analysis prepared for the study intersections using the HCM delay methodology and application of the City of Santa Clarita significant traffic impact criteria is summarized in Table 9-1. The HCM data worksheets for the analyzed intersections are contained in Appendix C. 9.1 Existing Conditions 9.1.1 Existing Conditions As indicated in column [1] of Table 9-1, both study intersections are presently operating at LOS C or better during the weekday AM, PM, and Saturday mid -day peak hours under existing conditions. The existing traffic volumes at the study intersections during the weekday AM, PM, and Saturday mid -day peak hours are displayed in Figure 5-1. 9.1.2 Existing With Project Conditions As shown in column [2] of Table 9-1, application of the City's threshold criteria to the "Existing With Project" scenario indicates that the proposed project is not expected to result in a significant impact at any of the study intersections during the weekday morning, afternoon and Saturday mid- day peak hours. Incremental, but not significant, impacts are noted at all of the study intersections. The existing with project traffic volumes at the study intersections during the weekday AM, PM, and Saturday mid -day peak hours are illustrated in Figure 9-1. 9.2 Future Conditions 9.2.1 Future Without Project Conditions The future cumulative baseline conditions were forecast based on the addition of traffic generated by the completion and occupancy of the related projects, as well as the growth in traffic due to the combined effects of continuing development, intensification of existing developments and other factors (i.e., ambient growth). The delay values at all of the study intersections are incrementally increased with the addition of ambient traffic and traffic generated by the related projects listed in Table 6-1. As presented in column [3] of Table 9-1, both of the study intersections are expected to operate at LOS D or better during the weekday AM, PM, and Saturday mid -day peak hours with the addition of growth in ambient traffic and related projects traffic under the future without project conditions. The future without project (existing, ambient growth and related projects) traffic volumes at the study intersections during the weekday AM, PM, and Saturday mid -day peak hours are presented in Figure 9-2. 9.2.2 Future With Project Conditions As shown in column [4] of Table 9-1, application of the City's threshold criteria to the "Year 2022 Future With Project" scenario indicates that the proposed project is not expected to result in a significant impact at any of the study intersections during the weekday morning, afternoon and Saturday mid -day peak hours. Incremental, but not significant, impacts are noted at all of the study intersections. Because there are no significant impacts, no traffic mitigation measures are required 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project () IrJ 6 3 I, r, 1. t i.,. -32- U) It M w 0 = U Y Q w w U)a w 00 CJLU LU Q L � J Q N Z I' Q M ~ Q CA J w Z 0 LL Q O M } a Q Q � Q Q U Y w LU a z z z z z z 7 �w� ooN o00 LA ai a a W w w vN N N N a L) U U U U N W _ N W w A w h z z z z z z Z a O N A O O O N L Y3 CC U U U U U N F o C-� L) W Ca 0� 0 = u a U U U W N A a z O h L) O W Q CC Q .. �U �u 7 s Ca o a L N C Z EL U) z LU LU C7 05 0 -33- 2 C 04 C 0 co IN r2 a 0 m 3 i cn a i v 0 i 0 i , =,y ZR�PNO�E i i i �40J 0, RD CANYON WEEKDAY AM PEAK HOUR 6 � C 135J i—'—__-- �a m RD 1683-- CANYON __— RD WEEKDAY PM PEAK HOUR i 1331 G � _ tOBJ — — 1 RD � � _ _�,� 1205—� , _ , CANYON __— RD c�0 SATURDAY MID -DAY PEAK HOUR / \ PROJECT SITE FIGURE 9-1 \L NOT TO SCALE EXISTING WITH PROJECT TRAFFIC VOLUMES LINSCOTT, LAW & GREENSPAN, engineers SANTA CLARITA SELF -STORAGE PROJECT -34- i , No rn �998 )Ql. 2252 Fyn 9<< ZR�PNO�E i 1 a�4 � 13 /, CANYON RD WEEKDAY AM PEAK HOUR 1p�2 Sol RD CANYON __- RD WEEKDAY PM PEAK HOUR 619J 'o'o � RD CANYON __- RD c�0 SATURDAY MID -DAY PEAK HOUR / \ PROJECT SITE FIGURE 9-2 \L NOT TO SCALE FUTURE WITHOUT PROJECT TRAFFIC VOLUMES LINSCOTT, LAW & GREENSPAN, engineers SANTA CLARITA SELF -STORAGE PROJECT -35- or recommended for the study intersections. The future with project (existing, ambient growth, related projects and project) traffic volumes at the study intersections during the weekday AM, PM, and Saturday mid -day peak hours are illustrated in Figure 9-3. 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project () IrJ 6 3 I, r'':I . t I J"' -36- J - 851" - - - QpO ZR�PNO�E i i RD CANYON RD WEEKDAY AM PEAK HOUR Qo �a�2 ; r 01 ` m CANYON __- RD WEEKDAY PM PEAK HOUR a 624, 'o'o i i RD CANYON __- RD c�0 SATURDAY MID -DAY PEAK HOUR / \ PROJECT SITE FIGURE 9-3 \L NOT TO SCALE FUTURE WITH PROJECT TRAFFIC VOLUMES LINSCOTT, LAW & GREENSPAN, engineers SANTA CLARITA SELF -STORAGE PROJECT -37- 10.0 CONCLUSIONS • Project Description — The proposed project consists of the development of a three-story neighborhood storage facility consisting of 157,000 gross square feet. A total of 1,200 storage units are planned to be available through a combination of exterior and interior access storage units at the proposed self -storage facility. Completion and occupancy of the proposed self - storage project is expected by the end of year 2022. • Vehicular Site Access — Vehicular access to the site will be provided via a limited access driveway located on the east side of Valley Center Drive (south of the project site). Due to the existing raised median island restrictions on Valley Center Drive, limited access is planned to be provided (i.e., right -turn ingress as well as right -turn and left -turn egress movements only) at the project driveway. No driveway curb cuts are planned to be provided along Golden Valley Road. • Study Scope — Two (2) intersections in the project vicinity were selected for detailed peak hour level of service analyses under existing and future conditions, without and with the proposed project traffic. The analysis focused on assessing potential traffic impacts during the AM and PM peak hours on a typical weekday as well as the mid -day peak hour on a typical weekend day (Saturday). • Project Trip Generation — The proposed project is expected to generate 16 vehicle trips (10 inbound trips and 6 outbound trips) during the weekday AM peak hour. During the weekday PM peak hour, the proposed project is expected to generate 27 vehicle trips (13 inbound trips and 14 outbound trips). Over a 24-hour period, the proposed project is forecast to generate 238 daily trip ends (approximately 119 inbound trips and 119 outbound trips) during a typical weekday. The proposed project is also expected to generate 49 vehicle trips (29 inbound trips and 20 outbound trips) during the Saturday mid -day peak hour. Over a 24-hour Saturday period, the proposed project is forecast to generate 308 vehicle trips (approximately 154 inbound trips and 154 outbound trips). • Comparative Use Trip Generation Forecast — Trip generation forecasts for other potential development programs/land uses at this site (i.e., fast-food restaurant, grocery store, or pharmacy) were reviewed and determined to be significantly higher than those expected with the proposed Santa Clarita self -storage project. • Related Projects —The City of Santa Clarita Department of Community Development -Planning Division was consulted to obtain the list of development projects (related projects) in the area. A total of four (4) related projects was identified and considered as part of the cumulative traffic analysis. • Transportation Impact Analysis — It is concluded that the proposed project is not expected to result in a significant project traffic impact at any of the study intersections based on the City of Santa Clarita's thresholds of significance used for evaluating traffic impacts. Incremental, but not significant, impacts are noted at the study intersections. LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project () IrJ 6 3 I, r'':I . t I, J"' an APPENDIX A MANUAL INTERSECTION TRAFFIC COUNT DATA - WEEKDAY AM, WEEKDAY PM, AND SATURDAY MID -DAY PEAK PERIODS LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name Site Code Start Date Page No r,rniinc Printed. Vehirlec Val leyCenter_SoledadCanyon 00000000 11 /27/2018 1 Valley Center Dr Soledad Canyon Rd Soledad Canyon Rd Southbound Westbound Northbound Eastbound Start Time Left Thru Right LeftL:Thru= Right Left Thru Right Left Thru Right Int. Total 07:00 AM 80 0 11 0 385 203 0 0 0 7 87 0 773 07:15 AM 83 0 18 0 464 232 0 0 0 3 141 0 941 07:30 AM 123 0 50 0 481 216 0 0 0 9 180 0 1059 07:45 AM 139 0 45 0 518 173 0 0 0 6 203 0 1084 Total 425 0 124 0 1848 824 0 0 0 25 611 0 3857 08:00 AM 115 0 49 0 481 207 0 0 0 8 171 0 1031 08:15 AM 124 0 20 0 408 159 0 0 0 13 169 0 893 08:30 AM 90 0 28 0 326 172 0 0 0 8 159 0 783 08:45 AM 79 0 39 0 448 151 0 0 0 8 159 0 884 Total 408 0 136 0 1663 689 0 0 0 37 658 0 3591 04:00 PM 04:15 PM 04:30 PM 04:45 PM 183 148 178 180 0 0 0 0 38 37 54 46 0 0 0 0 242 258 282 265 149 143 158 151 0 0 0 0 0 0 0 0 0 0 0 0 20 20 34 25 382 0 363 0 333 0 338 0 1014 969 1039 1005 Total 689 0 175 0 1047 601 0 0 0 99 1416 0 4027 05:00 PM 201 0 54 0 250 145 0 0 0 31 365 0 1046 05:15 PM 200 0 30 0 255 140 0 0 0 26 409 0 1060 05:30 PM 188 0 54 0 262 145 0 0 0 29 412 0 1090 05:45 PM 188 0 42 0 260 130 0 0 0 41 432 0 1093 Total 777 0 180 0 1027 560 0 0 0 127 1618 0 4289 Grand Total 2299 0 615 0 5585 2674 0 0 0 288 4303 0 15764 Apprch % 78.9 0 21.1 0 67.6 32.4 0 0 0 6.3 93.7 0 Total % 14.6 0 3.9 0 35.4 17 0 0 0 1.8 27.3 0 CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name : ValleyCenter_SoledadCanyon Site Code : 00000000 Start Date : 11/27/2018 Page No : 2 Valley Center Dr Southbound Soledad Canyon Rd Westbound Northbound Soledad Canyon Rd Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Ri ht App. Total Left Thru Right App. Total Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Beqins at 07:15 AM Int. Total 07:15 AM 83 0 18 101 0 464 232 696 0 0 0 0 3 141 0 144 941 07:30 AM 123 0 50 173 0 481 216 697 0 0 0 0 9 180 0 189 1059 07:45 AM 139 0 45 184 0 518 173 691 0 0 0 0 6 203 0 209 1084 08:00 AM 115 0 49 164 0 481 207 688 0 0 0 0 8 171 0 179 1031 Total Volume 460 0 162 622 0 1944 828 2772 0 0 0 0 26 695 0 721 4115 % App. Total 74 0 26 0 70.1 29.9 0 0 0 3.6 96.4 0 PHF .827 .000 .810 .845 .000 .938 .892 .994 .000 .000 .000 .000 .722 .856 .000 .862 .949 Valley Center Dr Out In Total 8541 622 F 1476 162 0 460 Right Thru Leo Peak Hour Data t6 N W 1 Cn d'HN North (O co N coo CnOO m o 0 Peak Hour Begins at 07:15 AIM 2 a m FO o — Vehicles ° 6 SON N p1 v F+ Left Thru Right 0 0 0 0 0 0 Out In Total CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name : ValleyCenter_SoledadCanyon Site Code : 00000000 Start Date : 11/27/2018 Page No : 3 "St,Time Valley Center Dr Southbound Soledad Canyon Rd Westbound Northbound Soledad Canyon Rd Eastbound Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 05:00 PM Int. Total 05:00 PM 201 0 54 255 0 250 145 395 0 0 0 0 31 365 0 396 1046 05:15 PM 200 0 30 230 0 255 140 395 0 0 0 0 26 409 0 435 1060 05:30 PM 188 0 54 242 0 262 145 407 0 0 0 0 29 412 0 441 1090 05:45 PM 188 0 42 230 0 260 130 390 0 0 0 0 41 432 0 473 1093 Total Volume 777 0 180 957 0 1027 560 1587 0 0 0 0 127 1618 0 1745 4289 % App. Total 81.2 0 18.8 0 64.7 35.3 0 0 0 7.3 92.7 0 PHF .966 .000 .833 .938 .000 .980 .966 .975 .000 .000 .000 .000 .774 .936 .000 .922 .981 Valley Center Dr Out In Total 687 957 F 1644 180 0 777 Right Thru Left 7. Peak Hour Data 0 0 W ~ N 1 N O O w �� North o a T00 Peak Hour Begins O M m m O = Vehicles � 0 cn0� R ♦ :moo a w�o sv N - F" Left Thru Ri ht 0 0 0 0 0 0 Out In Total CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name Site Code Start Date Page No r,rnunc Printed. Riker P. Perk Val leyCenter_SoledadCanyon_BP 00000000 11 /27/2018 1 Valley Center Dr Southbound Soledad Canyon Rd Westbound Northbound Soledad Canyon Rd Eastbound Start Time Thru Peds Thru Peds Thru Peds Thru Peds 07:15 AM 0 0 0 0 1 0 0 0 07:30 AM 0 0 0 0 1 0 0 1 07:45 AM 0 0 0 0 0 1 0 0 Total 0 0 0 0 2 1 0 1 08:00 AM 0 0 0 0 1 0 1 0 08:15 AM 0 0 0 0 0 0 0 1 08:30 AM 0 0 0 0 1 1 0 1 08:45 AM 0 0 2 0 1 1 0 0 Total 0 0 2 0 3 2 1 2 Int. Total 1 2 1 4 2 1 3 4 ius 04:00 PM 04:15PM 04:30 PM 04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 3 0 0 0 0 0 1 0 0 0 0 0 1 1 1 1 4 Total 0 0 0 0 5 0 1 1 7 05:00 PM 0 0 0 0 0 1 3 1 5 Total 0 0 0 0 0 1 3 1 5 Grand Total 0 0 2 0 10 4 5 5 26 Apprch % 0 0 100 0 71.4 28.6 50 50 Total % 0 0 7.7 0 38.5 15.4 19.2 19.2 CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name : ValleyCenter_SoledadCanyon_BP Site Code : 00000000 Start Date : 11/27/2018 Page No : 2 Valley Center Dr Southbound Soledad Canyon Rd Westbound Northbound Soledad Canyon Rd Eastbound Start Time Thru Peds A .Total Thru Peds App. Total Thru Peds App. Total Thru Peds App. Total Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Beqins at 08:00 AM Int. Total 08:00 AM 0 0 0 0 0 0 1 0 1 1 0 1 2 08:15 AM 0 0 0 0 0 0 0 0 0 0 1 1 1 08:30 AM 0 0 0 0 0 0 1 1 2 0 1 1 3 08:45 AM 0 0 0 2 0 2 1 1 2 0 0 0 4 Total Volume 0 0 0 2 0 2 3 2 5 1 2 3 10 % App. Total 0 0 100 0 60 40 33.3 66.7 PHF .000 .000 .000 .250 .000 .250 .750 .500 .625 .250 .500 .750 .625 Valley Center Dr Out In Total 0 0 0 0 0 Thru Peds Peak Hour Data �� T °Ct) North m �2 m � S N Q O N Peak Hour Begins -IT at 08:00 AM m o N -O N 6 fD G N a- Bikes & Peds a o ° � �� �0 a O Thru Peds 3 2 0 5 0 Out In Total CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name : ValleyCenter_SoledadCanyon_BP Site Code : 00000000 Start Date : 11/27/2018 Page No : 3 Valley Center Dr Soledad Canyon Rd Soledad Canyon Rd Southbound Westbound Northbound Eastbound Start Time Thru Peds Ap� Thru Peds App- Thru Peds App- Thru Peds App. Total Total Total Total Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:15 PM Int. Total 04:15PM 0 0 0 0 0 0 0 0 0 1 0 1 1 04:30 PM 0 0 0 0 0 0 1 0 1 0 0 0 1 04:45 PM 0 0 0 0 0 0 3 0 3 0 1 1 4 05:00 PM 0 0 0 0 0 0 0 1 1 3 1 4 5 Total Volume 0 0 0 0 0 0 4 1 5 4 2 6 11 % App. Total 0 0 0 0 80 20 66.7 33.3 PHF .000 .000 .000 .000 .000 .000 .333 .250 .417 .333 .500 .375 .550 Valley Center Dr Out In Total 0 0 Thru Peds Peak Hour Data F15� T ~ O North �m �2 a m c _ a N Peak Hour Begins at 04:15 PM o o m o a- Bikes & Peds y o ° � O I Thru Peds 4 1 0 0 0 Out In Total CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name : ValleyCenter_SoledadCanyon_Sat Site Code : 00000000 Start Date : 12/1/2018 Page No : 1 Grouas Printed- Vehicles Valley Center Drive Soledad Canyon Rd Soledad Canyon Rd Southbound Westbound Northbound Eastbound Start Time Left Thru Right Left Th Riru ht Left Thru Right Left Thru Right Int. Total 12:00 PM 144 0 50 0 266 158 0 0 0 30 293 0 941 12:15 PM 138 0 50 0 334 164 0 0 0 25 294 0 1005 12:30 PM 137 0 53 0 302 131 0 0 0 18 252 0 893 12:45 PM 130 0 47 0 347 111 0 0 0 39 307 0 981 Total 549 0 200 0 1249 564 0 0 0 112 1146 0 3820 01:00 PM 154 0 46 0 296 141 0 0 0 15 305 0 957 01:15 PM 118 0 41 0 310 123 0 0 0 12 275 0 879 01:30 PM 153 0 44 0 295 135 0 0 0 25 294 0 946 01:45 PM 162 0 43 0 304 102 0 0 0 47 257 0 915 Total 587 0 174 0 1205 501 0 0 0 99 1131 0 3697 Grand Total 1136 0 374 0 2454 1065 0 0 0 211 2277 0 7517 Apprch % 75.2 0 24.8 0 69.7 30.3 0 0 0 8.5 91.5 0 Total % 15.1 0 5 0 32.6 14.2 0 0 0 2.8 30.3 0 CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name : ValleyCenter_SoledadCanyon_Sat Site Code : 00000000 Start Date : 12/1/2018 Page No : 2 Valley Center Drive Southbound Soledad Canyon Rd Westbound Northbound Soledad Canyon Rd Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Ri ht App. Total Left Thru Right App. Total Peak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Beqins at 12:15 PM Int. Total 12:15 PM 138 0 50 188 0 334 164 498 0 0 0 0 25 294 0 319 1005 12:30 PM 137 0 53 190 0 302 131 433 0 0 0 0 18 252 0 270 893 12:45 PM 130 0 47 177 0 347 111 458 0 0 0 0 39 307 0 346 981 01:00 PM 154 0 46 200 0 296 141 437 0 0 0 0 15 305 0 320 957 Total Volume 559 0 196 755 0 1279 547 1826 0 0 0 0 97 1158 0 1255 3836 % App. Total 74 0 26 0 70 30 0 0 0 7.7 92.3 0 PHF .907 .000 .925 .944 .000 .921 .834 .917 .000 .000 .000 .000 .622 .943 .000 .907 .954 Valley Center Drive Out In Total 6441 755 F 1399 196 0 559 Right Thru Leo Peak Hour Data —O Cn h Nort a Peak Hour Begins at 12:15 PIM �2 9 m o rn o Vehicles ° 6 r m A N W — F+ Left Thru Right 0 0 0 0 0 0 Out In Total CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name : ValleyCenter_SoledadCanyon_BP_Sat Site Code : 00000000 Start Date : 12/1/2018 Page No Grouas Printed- Bikes & Peds Valley Center Drive Soledad Canyon Rd Soledad Canyon Rd Southbound Westbound Northbound Eastbound Start Time Thru Peds Thru Peds Thru Peds Thru Peds Int. Total 12:00 PM 0 0 2 0 1 0 1 1 5 12:15PM 0 0 0 0 1 0 0 0 1 12:30 PM 0 0 0 0 0 1 0 0 1 12:45 PM 0 0 0 0 1 0 1 0 2 Total 0 0 2 0 3 1 2 1 9 01:00 PM 0 0 0 0 0 0 2 0 2 01:15PM 0 0 0 0 1 0 0 0 1 01:30 PM 0 0 1 0 0 0 1 0 2 01:45 PM 0 0 0 0 0 0 2 0 2 Total 0 0 1 0 1 0 5 0 7 Grand Total 0 0 3 0 4 1 7 1 16 Apprch % 0 0 100 0 80 20 87.5 12.5 Total % 0 0 18.8 0 25 6.2 43.8 6.2 CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name : ValleyCenter_SoledadCanyon_BP_Sat Site Code : 00000000 Start Date : 12/1/2018 Page No : 2 Valley Center Drive Southbound Soledad Canyon Rd Westbound Northbound Soledad Canyon Rd Eastbound Start Time Thru Peds A .Total Thru Peds App. Total Thru Peds App. Total Thru Peds App. Total Peak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1 Peak Hnur fnr Fntire Intercertinn Reninc nt 19-00 PM Int. Total 12:00 PM 0 0 0 2 0 2 1 0 1 1 1 2 5 12:15PM 0 0 0 0 0 0 1 0 1 0 0 0 1 12:30 PM 0 0 0 0 0 0 0 1 1 0 0 0 1 12:45 PM 0 0 0 0 0 0 1 0 1 1 0 1 2 Total Volume 0 0 0 2 0 2 3 1 4 2 1 3 9 % App. Total 0 0 100 0 75 25 66.7 33.3 PHF .000 .000 .000 .250 .000 .250 .750 .250 1.00 .500 .250 .375 .450 Valley Center Drive Out In Total 0 0 0 0 0 Thru Peds Peak Hour Data T�0 °� North o 0 �2 a � N O Peak Hour Begins SIT at 12:00 PM m 6 N -0 N 6 fD G N a- Bikes & Peds a o ° � �� a O Thru Peds 3 1 0 4 Out In Total CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name : GoldenValley_ValleyCenter Site Code : 00000000 Start Date : 11/27/2018 Page No : 1 r,rniinc Printed. Vehirlec Golden Valley Rd Golden Valley Rd Valley Center Dr Southbound Westbound Northbound Eastbound Start Time Left Thru Right Left Thru Ri ht Left Thru Ri ht Left F Thru Right Int. Total 07:00 AM 0 219 66 0 0 0 15 124 0 157 0 26 607 07:15 AM 0 257 86 0 0 0 19 142 0 203 0 23 730 07:30 AM 0 251 132 0 0 0 30 169 0 189 0 24 795 07:45 AM 0 280 136 0 0 0 34 187 0 136 0 24 797 Total 0 1007 420 0 0 0 98 622 0 685 0 97 2929 08:00 AM 0 257 101 0 0 0 38 182 0 181 0 21 780 08:15 AM 0 268 117 0 0 0 18 151 0 132 0 18 704 08:30 AM 0 212 94 0 0 0 18 169 0 127 0 24 644 08:45 AM 0 220 112 0 0 0 38 137 0 144 0 18 669 Total 0 957 424 0 0 0 112 639 0 584 0 81 2797 04:00 PM 04:15 PM 04:30 PM 04:45 PM 0 0 0 0 278 237 270 314 167 173 161 173 0 0 0 0 0 0 0 0 0 0 0 0 30 38 35 33 291 0 234 0 292 0 308 0 124 135 157 140 0 0 0 0 36 30 41 27 926 847 956 995 Total 0 1099 674 0 0 0 136 1125 0 556 0 134 3724 05:00 PM 0 271 176 0 0 0 29 342 0 124 0 26 968 05:15 PM 0 287 187 0 0 0 27 324 0 140 0 26 991 05:30 PM 0 282 176 0 0 0 35 328 0 136 0 28 985 05:45 PM 0 298 171 0 0 0 36 331 0 133 0 25 994 Total 0 1138 710 0 0 0 127 1325 0 533 0 105 3938 Grand Total 0 4201 2228 0 0 0 473 3711 0 2358 0 417 13388 Apprch % 0 65.3 34.7 0 0 0 11.3 88.7 0 85 0 15 Total % 0 31.4 16.6 0 0 0 3.5 1 0 17.6 0 3.1 CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name : GoldenValley_ValleyCenter Site Code : 00000000 Start Date : 11/27/2018 Page No : 2 Golden Valley Rd Southbound Westbound Golden Valley Rd Northbound Valley Center Dr Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru L Right App. Total Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Beqins at 07:15 AM Int. Total 07:15 AM 0 257 86 343 0 0 0 0 19 142 0 161 203 0 23 226 730 07:30 AM 0 251 132 383 0 0 0 0 30 169 0 199 189 0 24 213 795 07:45 AM 0 280 136 416 0 0 0 0 34 187 0 221 136 0 24 160 797 08:00 AM 0 257 101 358 0 0 0 0 38 182 0 220 181 0 21 202 780 Total Volume 0 1045 455 1500 0 0 0 0 121 680 0 801 709 0 92 801 3102 % App. Total 0 69.7 30.3 0 0 0 15.1 84.9 0 88.5 0 11.5 PHF .000 .933 .836 .901 .000 .000 .000 .000 .796 .909 .000 .906 .873 .000 .958 .886 .973 Golden Valley Rd Out In Total 13891 1500 F 2889 455 1045 0 Right Thru Leo Peak Hour Data M ~ � O4- r 1 O * p` North -O a? o Peak Hour Begins at 07:15 AM �� T o o N rn s Vehicles O �� o I Left Thru Right 121 680 0 '113:771 801 F 1938 Out In Total CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name : GoldenValley_ValleyCenter Site Code : 00000000 Start Date : 11/27/2018 Page No : 3 "St,Time Golden Valley Rd Southbound Westbound Golden Valley Rd Northbound Valley Center Dr Eastbound Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru L Right App. Total Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM Int. Total 04:45 PM 0 314 173 487 0 0 0 0 33 308 0 341 140 0 27 167 995 05:00 PM 0 271 176 447 0 0 0 0 29 342 0 371 124 0 26 150 968 05:15 PM 0 287 187 474 0 0 0 0 27 324 0 351 140 0 26 166 991 05:30 PM 0 282 176 458 0 0 0 0 35 328 0 363 136 0 28 164 985 Total Volume 0 1154 712 1866 0 0 0 0 124 1302 0 1426 540 0 107 647 3939 % App. Total 0 61.8 38.2 0 0 0 8.7 91.3 0 83.5 0 16.5 PHF .000 .919 .952 .958 .000 .000 .000 .000 .886 .952 .000 .961 .964 .000 .955 .969 .990 Golden Valley Rd Out In Total 18421 1866 F 3708 712 1154 0 Right Thru Left 7. Peak Hour Data M O 0 O o 0 North s w -- o Peak Hour Begins at 04:45 P �� o �5 aTi M m >0 o =off �� 1 Vehicles :moo �o_ F" Left Thru Ri ht 124 1302 0 1 2611 1426 F 2687 Out In Total CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name : GoldenValley_ValleyCenter_BP Site Code : 00000000 Start Date : 11/27/2018 Page No : 1 Groups Printed- Bikes & Peds Golden Valley Rd Southbound Westbound Golden Valley Rd Northbound Valley Center Dr Eastbound Start Time Thru Peds Thru Peds Thru Peds Thrul Peds Grand Total Apprch % Total % Int. Total CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name : GoldenValley_ValleyCenter_BP Site Code : 00000000 Start Date : 11/27/2018 Page No : 2 Golden Valley Rd Southbound Westbound Golden Valley Rd Northbound Valley Center Dr Eastbound Start Time Thru Peds A .Total Thru Peds App. Total Thru Peds App. Total Thru Peds App. Total Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Beqins at 07:00 AM Int. Total 07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 Total Volume 0 0 0 0 0 0 0 0 0 0 0 0 0 % App. Total 0 0 0 0 0 0 0 0 PHF .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 Golden Valley Rd Out In Total 0 0 0 0 0 Thru Peds Peak Hour Data o p` o North o Ego ~2o j — o Peak Hour Begins at 07:00 AM �� o o Bikes & Peds a o > O� �m 0 Thru Peds 0 0 0 0 0 Out In Total CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name : GoldenValley_ValleyCenter_BP Site Code : 00000000 Start Date : 11/27/2018 Page No : 3 Golden Valley Rd Golden Valley Rd Valley Center Dr Southbound Westbound Northbound Eastbound Start Time Thru Peds Ap� Thru Peds App- Thru Peds App- Thru Peds App. Total Total Total Total Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:00 PM Int. Total 12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 12745 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 Total Volume 0 0 0 0 0 0 0 0 0 0 0 0 0 % App. Total 0 0 0 0 0 0 0 0 PHF .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 Golden Valley Rd Out In Total 0 0 0 0 0 Thru Peds Peak Hour Data o p` o North o c c 4-- 2 o j — o Peak Hour Begins at 12:00 PM �� o o Bikes & Peds a o > O� �m 0 Thru Peds 0 0 0 0 0 Out In Total CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name : GoldenValley_ValleyCenter_Sat Site Code : 00000000 Start Date : 12/1/2018 Page No : 1 Grouas Printed- Vehicles Golden Valley Rd Golden Valley Rd Valley Center Drive Southbound Westbound Northbound Eastbound Start Time Left Thru Right Left Thru Ri ht Left Thru Ri ht Left Thru Right Int. Total 12:00 PM 0 261 144 0 0 0 53 221 0 153 0 47 879 12:15 PM 0 309 151 0 0 0 55 232 0 144 0 39 930 12:30 PM 0 273 137 0 0 0 43 308 0 116 0 41 918 12:45 PM 0 267 135 0 0 0 52 274 0 117 0 35 880 Total 0 1110 567 0 0 0 203 1035 0 530 0 162 3607 01:00 PM 0 341 168 0 0 0 40 302 0 121 0 51 1023 01:15 PM 0 281 147 0 0 0 36 266 0 105 0 38 873 01:30 PM 0 281 140 0 0 0 45 241 0 118 0 42 867 01:45 PM 0 236 167 0 0 0 45 263 0 113 0 35 859 Total 0 1139 622 0 0 0 166 1072 0 457 0 166 3622 Grand Total 0 2249 1189 0 0 0 369 2107 0 987 0 328 7229 Apprch % 0 65.4 34.6 0 0 0 14.9 85.1 0 75.1 0 24.9 Total % 0 31.1 16.4 0 0 0 5.1 29.1 0 13.7 0 4.5 CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name : GoldenValley_ValleyCenter_Sat Site Code : 00000000 Start Date : 12/1/2018 Page No : 2 Golden Valley Rd Southbound Westbound Golden Valley Rd Northbound Valley Center Drive Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru I Right App. Total Peak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Beqins at 12:15 PM Int. Total 12:15 PM 0 309 151 460 0 0 0 0 55 232 0 287 144 0 39 183 930 12:30 PM 0 273 137 410 0 0 0 0 43 308 0 351 116 0 41 157 918 12:45 PM 0 267 135 402 0 0 0 0 52 274 0 326 117 0 35 152 880 01:00 PM 0 341 168 509 0 0 0 0 40 302 0 342 121 0 51 172 1023 Total Volume 0 1190 591 1781 0 0 0 0 190 1116 0 1306 498 0 166 664 3751 % App. Total 0 66.8 33.2 0 0 0 14.5 85.5 0 75 0 25 PHF .000 .872 .879 .875 .000 .000 .000 .000 .864 .906 .000 .930 .865 .000 .814 .907 .917 Golden Valley Rd Out In Total 16141 1781 F 3395 591 1190 0 Right Thru Leo Peak Hour Data '— o North p -o V s� Peak Hour Begins at 12:15 PM �; U ~ o 0 Vehicles F+ Left Thru Right 190 1116 0 13 5:631 1306 F 2662 Out In Total CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name : GoldenValley_ValleyCenter_BP_Sat Site Code : 00000000 Start Date : 12/1/2018 Page No : 1 r,rnunc Printed. Riker P. Perk Golden Valley Rd Southbound Westbound Golden Valley Rd Northbound Valley Center Drive Eastbound Start Time Thru Peds Thru Peds Thru Peds Thru Peds Int. Total 12:00 PM 0 0 0 1 0 0 0 0 1 Total 0 0 0 1 0 0 0 0 1 01:45 PM 0 0 2 0 0 0 0 0 2 Total 0 0 2 0 0 0 0 0 2 Grand Total 0 0 2 1 0 0 0 0 3 Apprch % 0 0 66.7 33.3 0 0 0 0 Total % 0 0 66.7 33.3 0 0 0 0 CITY TRAFFIC COUNTERS WWW.CTCOUNTERS.COM File Name : GoldenValley_ValleyCenter_BP_Sat Site Code : 00000000 Start Date : 12/1/2018 Page No : 2 Golden Valley Rd Southbound Westbound Golden Valley Rd Northbound Valley Center Drive Eastbound Start Time Thru Peds A .Total Thru Peds App. Total Thru Peds App. Total Thru Peds App. Total Peak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Beqins at 01:00 PM Int. Total 01:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 01:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 01:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 01:45 PM 0 0 0 2 0 2 0 0 0 0 0 0 2 Total Volume 0 0 0 2 0 2 0 0 0 0 0 0 2 % App. Total 0 0 100 0 0 0 0 0 PHF .000 .000 .000 .250 .000 .250 .000 .000 .000 .000 .000 .000 .250 Golden Valley Rd Out In Total 0 0 0 0 0 Thru Peds Peak Hour Data 0 � North � ^. o �--4 �2 -SIT (D o Peak Hour Begins at 01:00 PM N �� N Bikes & Peds a o Thru Peds 0 0 0 0 0 Out In Total APPENDIX B COMPARATIVE USE TRIP GENERATION FORECASTS LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project Appendix Table B-1 COMPARATIVE USE TRIP GENERATION FORECASTS [1] LAND USE SIZE DAILY TRIP ENDS [2] VOLUMES AM PEAK HOUR VOLUMES [2] PM PEAK HOUR VOLUMES [2] SAT DAILY TRIP ENDS [2] VOLUMES SAT PEAK HOUR VOLUMES [2] IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL Proposed Project Mini -Warehouse [3] 157,500 GSF 238 10 6 16 13 14 27 308 29 20 49 Alternatire A Fast-food Restaurant [4] 3,000 GSF 1,413 62 59 121 51 47 98 1,848 84 81 165 Alternatire B Supermarket[5] 12,000 GSF 1,281 28 18 46 57 54 111 2,131 63 61 124 Alternatire C Pharmacy [6] 12,500 GSF 1,365 25 23 48 65 64 129 1,436 53 56 109 [1] Source: ITE "Trip Generation Manual", 10th Edition, 2017. [2] Trips are one-way traffic movements, entering or leaving. [3] ITE Land Use Code 151 (Mini -Warehouse) trip generation average rates. Weekday Daily Trip Rate: 1.51 trips/1,000 SF of floor area; 50% inbound/50% outbound Weekday AM Peak Hour Trip Rate: 0.10 trips/1,000 SF of floor area; 60% inbound/40% outbound Weekday PM Peak Hour Trip Rate: 0.17 trips/1,000 SF of floor area; 47% inbound/53% outbound Saturday Daily Trip Rate: 1.95 trips/1,000 SF of floor area; 50% inbound/50% outbound Saturday Peak Hour of Generator Trip Rate: 0.31 trips/1,000 SF of floor area; 59% inbound/41% outbound [4] ITE Land Use Code 934 (Fast -Food Restaurant with Drive -Through Window) trip generation average rates. Weekday Daily Trip Rate: 470.95 trips/1,000 SF of floor area; 50% inbound/50% outbound Weekday AM Peak Hour Trip Rate: 40.19 trips/1,000 SF of floor area; 51% inbound/49% outbound Weekday PM Peak Hour Trip Rate: 32.67 trips/1,000 SF of floor area; 52% inbound/48% outbound Saturday Daily Trip Rate: 616.12 trips/1,000 SF of floor area; 50% inbound/50% outbound Saturday Peak Hour of Generator Trip Rate: 54.86 trips/1,000 SF of floor area; 51% inbound/49% outbound [5] ITE Land Use Code 850 (Supermarket) trip generation average rates. Weekday Daily Trip Rate: 106.78 trips/1,000 SF of floor area; 50% inbound/50% outbound Weekday AM Peak Hour Trip Rate: 3.82 trips/1,000 SF of floor area; 60% inbound/40% outbound Weekday PM Peak Hour Trip Rate: 9.24 trips/1,000 SF of floor area; 51% inbound/49% outbound Saturday Daily Trip Rate: 177.62 trips/1,000 SF of floor area; 50% inbound/50% outbound Saturday Peak Hour of Generator Trip Rate: 10.34 trips/1,000 SF of floor area; 51% inbound/49% outbound [6] ITE Land Use Code 881 (Pharmacy/Drugstore with Drive -Through Window) trip generation average rates. Weekday Daily Trip Rate: 109.16 trips/1,000 SF of floor area; 50% inbound/50% outbound Weekday AM Peak Hour Trip Rate: 3.84 trips/1,000 SF of floor area; 53% inbound/47% outbound Weekday PM Peak Hour Trip Rate: 10.29 trips/1,000 SF of floor area; 50% inbound/50% outbound Saturday Daily Trip Rate: 114.89 trips/1,000 SF of floor area; 50% inbound/50% outbound Saturday Peak Hour of Generator Trip Rate: 8.75 trips/1,000 SF of floor area; 49% inbound/51% outbound 30 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project APPENDIX C HCM AND LEVELS OF SERVICE EXPLANATION HCM DATA WORKSHEETS - WEEKDAY AM, WEEKDAY PM, AND SATURDAY MID -DAY PEAK HOURS LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-18-4318-1 Santa Clarita Self -Storage Project LEVEL OF SERVICE FOR SIGNALIZED INTERSECTIONS In the Highway Capacity Manual (HCg, published by the Transportation Research Board, 2000, level of service for signalized intersections is defined in terms of delay, which is a measure of driver discomfort, frustration, fuel consumption, and increased travel time. The delay experienced by a motorist is made up of a number of factors that relate to control, geometrics, traffic, and incidents. Total delay is the difference between the travel time actually experienced and the reference travel time that would result during base conditions: in the absence of traffic control, in the absence of geometric delay, in the absence of incidents, and when there are no other vehicles on the road. Only the portion of total delay attributed to the control facility is quantified. This delay is called control delay. Control delay includes initial deceleration delay, queue move -up time, stopped delay, and final acceleration delay. Level of Service criteria for traffic signals are stated in terms of the average control delay per vehicle. Delay is a complex measure and is dependent on a number of variables, including the quality of progression, the cycle length, the green ratio, and the v/c ratio for the lane group in question. Level of Service Criteria for Signalized Intersections Level of Service Control Delay (Sec/Veh) A <10 B > 10and<20 C >20and <35 D > 35 and < 55 E > 55 and < 80 F > 80 Level of Service (LOS) values are used to describe intersection operations with service levels varying from LOS A (free flow) to LOS F (jammed condition). The following descriptions summarize HCMcriteria for each level of service: LOS A describes operations with very low control delay, up to 10 seconds per vehicle. This level of service occurs when progression is extremely favorable and most vehicles arrive during the green phase. Most vehicles do not stop at all. Short cycle lengths may also contribute to low delay values. LOS B describes operations with control delay greater than 10 and up to 20 seconds per vehicle. This level generally occurs with good progression, short cycle lengths, or both. More vehicles stop than with LOS A, causing higher levels of delay. LOS C describes operations with control delay greater than 20 and up to 35 seconds per vehicle. These higher delays may result from fair progression, longer cycle lengths, or both. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant at this level, though many still pass through the intersection without stopping. LOS D describes operations with control delay greater than 35 and up to 55 seconds per vehicle. At LOS D, the influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, or high v/c ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. LOS E describes operations with control delay greater than 55 and up to 80 seconds per vehicle. This level is considered by many agencies to be the limit of acceptable delay. These high delay values generally indicate poor progression, long cycle lengths, and high v/c ratios. Individual cycle failures are frequent occurrences. LOS F describes operations with control delay in excess of 80 seconds per vehicle. This level, considered to be unacceptable to most drivers, often occurs with oversaturation, that is, when arrival flow rates exceed the capacity of the lane groups. It may also occur at high v/c ratios with many individual cycle failures. Poor progression and long cycle lengths may also be major contributing factors to such delay levels. HCM Signalized Intersection Capacity Analysis Year 2020 Existing Conditions 200: Soledad Canyon Rd & Valley Center Dr Weekday AM Peak Hour Lane Configurations Vi +++ +"' + 1* _ _ _Vi _ _ I*_ _ Traffic Volume (vph) 27 723 2023 861 479 169 Future Volume (vph) 27 723 2023 861 479 169 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 091 091 1.00 0.97 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 L00 1.00 0.95 1.00 Said. Flow (Prot) 3433 5085 5085 1583 3433 1583 Flt Permitted 0.95 1.00 LOO 1.00 0.95 1.00 Said. Flow (Perm) 3433 5085 5085 1583 3433 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 29 786 2199 936 521 184 RTOR Reduction (vph) 0 0 0 0 0 130 Lane Group Flow (vph) 29 786 2199 936 521 54 Turn Type Prot NA NA Free Prot pt+ov Protected Phases 5 2 6 3 3 5 Permitted Phases Free Actuated Green, G (s) 6.6 94.3 83.7 132.0 27.2 38.3 Effective Green, g (s) 6.6 96.3 85.7 132.0 27.7 38.8 Actuated g/C Ratio 0.05 0.73 0.65 1.00 0.21 0.29 Clearance Time (s) 40 6.0 6.0 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 171 3709 3301 1583 720 465 v/s Ratio Prot 0.01 0.15 c0.43 c0.15 0.03 v/s Ratio Perm c0.59 v/c Ratio 0.17 0.21 0.67 0.59 0.72 0.12 Uniform Delay, dl' 601 5.7 14.3 0.0 48.6 34.1 Progression Factor 0.87 0.67 0.49 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.1 0.9 1.3 3.6 0.1 Delay (s) 52.8 3.9 7.9 1.3 52.2 34.2 Level of Service D A A A D C Approach Delay (s) 5.7 6.0 47.5 Approach LOS A A D HCM 2000 Control Delay 12.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 14.0 Intersection Capacity Utilization 59.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LEG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2020 Existing Conditions 200: Soledad Canyon Rd & Valley Center Dr Weekday PM Peak Hour Lane Configurations Vi +"++ +"' + r Vi ?I Traffic Volume (vph) 132 1683 1068 583 808 187 Future Volume (vph) 132 1683 1068 583 808 187 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 091 091 1.00 0.97 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 L00 1.00 0.95 1.00 Said. Flow (Prot) 3433 5085 5085 1583 3433 1583 Flt Permitted 0.95 1.00 LOO 1.00 0.95 1.00 Said. Flow (Perm) 3433 5085 5085 1583 3433 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 143 1829 1161 634 878 203 RTOR Reduction (vph) 0 0 0 0 0 96 Lane Group Flow (vph) 143 1829 1161 634 878 107 Turn Type Prot NA NA Free Prot pt+ov Protected Phases 5 2 6 3 3 5 Permitted Phases Free Actuated Green, G (s) 10.8 70.2 55.4 132.0 51.3 66.6 Effective Green, g'(s) 10.8 72.2 57.4 132.0 51.8 67.1 Actuated g/C Ratio 0.08 0.55 0.43 1.00 0.39 0.51 Clearance Time (s) 40 6.0 6.0 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 280 2781 2211 1583 1347 804 v/s Ratio Prot 0.04 c0.36 0.23 c0.26 0.07 v/s Ratio Perm 0.40 v/c Ratio 0.51 0.66 0.53 0.40 0.65 0.13 Uniform Delay, dl' 58.1 21.2 27.3 0.0 32.7 17.1 Progression Factor 0.86 1.10 0.49 1.00 1.00 1.00 Incremental Delay, d2 1.5 1.1 0.8 0.7 1.1 0.1 Delay (s) 51.4 24.5 14.1 0.7 33.9 17.2 Level of Service D C B A C B Approach Delay (s) 26.5 9.4 30.7 Approach LOS C A C HCM 2000 Control Delay 21.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.69 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 14.0 Intersection Capacity Utilization 62.2% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LEG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2020 Existing Conditions 200: Soledad Canyon Rd & Valley Center Dr Saturday Mid -day Peak Hour Lane Configurations Vi '+++ +++ r Vi ?I Traffic Volume (vph) 101 1205 1331 569 582 204 Future Volume (vph) 101 1205 1331 569 582 204 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 091 091 1.00 0.97 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 L00 1.00 0.95 1.00 Said. Flow (Prot) 3433 5085 5085 1583 3433 1583 Flt Permitted 0.95 1.00 LOO 1.00 0.95 1.00 Said. Flow (Perm) 3433 5085 5085 1583 3433 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 110 1310 1447 618 633 222 RTOR Reduction (vph) 0 0 0 0 0 163 Lane Group Flow (vph) 110 1310 1447 618 633 59 Turn Type Prot NA NA Free Prot pt+ov Protected Phases 5 2 6 3 3 5 Permitted Phases Free Actuated Green, G (s) 9.6 101.0 87.4 132.0 20.5 34.6 Effective Green, g'(s) 96 103.0 89.4 132.0 21.0 35.1 Actuated g/C Ratio 0.07 0.78 0.68 1.00 0.16 0.27 Clearance Time (s) 40 6.0 6.0 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 249 3967 3443 1583 546 420 v/s Ratio Prot 0.03 0.26 c0.28 c0.18 0.04 v/s Ratio Perm c0.39 v/c Ratio 0.44 0.33 0.42 0.39 1.16 0.14 Uniform Delay, dl' 586 4.3 9.6 0.0 55.5 36.9 Progression Factor 1.51 0.11 0.50 1.00 1.00 1.00 Incremental Delay, d2 1.2 0.2 0.4 0.7 90.7 0.2 Delay (s) 89.8 0.7 5.2 0.7 146.2 37.1 Level of Service F A A A F D Approach Delay (s) 7.6 3.8 117.9 Approach LOS A A F HCM 2000 Control Delay 27.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.57 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 14.0 Intersection Capacity Utilization 55.7% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LEG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2020 Existing with Project Conditions 200: Soledad Canyon Rd & Valley Center Dr Weekday AM Peak Hour Lane Configurations Vi +++ _ +++ _ _ 1*_ _ _Vi _ _ _ ?I Traffic Volume (vph) 30 723 2023 869 483 171 Future Volume (vph) 30 723 2023 869 483 171 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 091 091 1.00 0.97 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 L00 1.00 0.95 1.00 Said. Flow (prot) 3433 5085 5085 1583 3433 1583 Flt Permitted 0.95 1.00 1 00 1.00 0.95 1.00 Said. Flow (perm) 3433 5085 5085 1583 3433 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 33 786 2199 945 525 186 RTOR Reduction (vph) 0 0 0 0 0 131 Lane Group Flow (vph) 33 786 2199 945 525 55 Turn Type Prot NA NA Free Prot pt+ov Protected Phases 5 2 6 3 3 5 Permitted Phases Free Actuated Green, G (s) 6.7 93.9 83.2 132.0 27.6 38.8 Effective Green, g'(s) 67 95.9 85.2 132.0 28.1 39.3 Actuated g/C Ratio 0.05 0.73 0.65 1.00 0.21 0.30 Clearance Time (s) 40 6.0 6.0 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 174 3694 3282 1583 730 471 v/s Ratio Prot 0.01 0.15 c0.43 c0.15 0.03 v/s Ratio Perm c0.60 v/c Ratio 0.19 0.21 0.67 0.60 0.72 0.12 Uniform Delay, dl' 600 5.8 14.6 0.0 48.3 33.7 Progression Factor 0.86 0.69 0.50 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.1 0.9 1.4 3.4 0.1 Delay (s) 52.2 4.2 8.1 1.4 51.7 33.8 Level of Service D A A A D C Approach Delay (s) 6.1 6.1 47.0 Approach LOS A A D HCM 2000 Control Delay 12.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 14.0 Intersection Capacity Utilization 59.5% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LEG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2020 Existing wth Project Conditions 200: Soledad Canyon Rd & Valley Center Dr Weekday PM Peak Hour Lane Configurations Vi ' "++ +"' + r _ _ Vi _ _ _ ?I _ Traffic Volume (vph) 135 1683 1068 593 815 191 Future Volume (vph) 135 1683 1068 593 815 191 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 091 091 1.00 0.97 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 L00 1.00 0.95 1.00 Said. Flow (prot) 3433 5085 5085 1583 3433 1583 Flt Permitted 0.95 1.00 100 1.00 0.95 1.00 Said. Flow (perm) 3433 5085 5085 1583 3433 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 147 1829 1161 645 886 208 RTOR Reduction (vph) 0 0 0 0 0 97 Lane Group Flow (vph) 147 1829 1161 645 886 111 Turn Type Prot NA NA Free Prot pt+ov Protected Phases 5 2 6 3 3 5 Permitted Phases Free Actuated Green, G (s) 11.0 69.9 54.9 132.0 51.6 67.1 Effective Green, g (s) 11.0 71.9 56.9 132.0 52.1 67.6 Actuated g/C Ratio 0.08 0.54 0.43 1.00 0.39 0.51 Clearance Time (s) 40 6.0 6.0 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 286 2769 2191 1583 1354 810 v/s Ratio Prot 0.04 c0.36 0.23 c0.26 0.07 v/s Ratio Perm 0.41 v/c Ratio 0.51 0.66 0.53 0.41 0.65 0.14 Uniform Delay, dl' 57.9 21.4 27.7 0.0 32.6 16.9 Progression Factor 0.85 1.11 0.49 1.00 1.00 1.00 Incremental Delay, d2 1.4 1.2 0.8 0.7 1.1 0.1 Delay (s) 50.9 24.8 14.5 0.7 33.8 17.0 Level of Service D C B A C B Approach Delay (s) 26.8 9.6 30.6 Approach LOS C A C HCM 2000 Control Delay 21.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.69 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 14.0 Intersection Capacity Utilization 62.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LEG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2020 Existing with Project Conditions 200: Soledad Canyon Rd & Valley Center Dr Saturday Mid -day Peak Hour Lane Configurations Vi ' "++ + ++ r _ _Vi _ _ _ _ I*_ _ Traffic Volume (vph) 108 1205 1331 591 595 209 Future Volume (vph) 108 1205 1331 591 595 209 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 091 091 1.00 0.97 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 L00 1.00 0.95 1.00 Said. Flow (prot) 3433 5085 5085 1583 3433 1583 Flt Permitted 0.95 1.00 1 00 1.00 0.95 1.00 Said. Flow (perm) 3433 5085 5085 1583 3433 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 117 1310 1447 642 647 227 RTOR Reduction (vph) 0 0 0 0 0 166 Lane Group Flow (vph) 117 1310 1447 642 647 61 Turn Type Prot NA NA Free Prot pt+ov Protected Phases 5 2 6 3 3 5 Permitted Phases Free Actuated Green, G (s) 9.9 101.0 87.1 132.0 20.5 34.9 Effective Green, g'(s) 99 103.0 89.1 132.0 21.0 35.4 Actuated g/C Ratio 0.08 0.78 0.67 1.00 0.16 0.27 Clearance Time (s) 40 6.0 6.0 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 257 3967 3432 1583 546 424 v/s Ratio Prot 0.03 0.26 0.28 c0.19 0.04 v/s Ratio Perm c0.41 v/c Ratio 0.46 0.33 0.42 0.41 1.18 0.14 Uniform Delay, dl' 58.5 4.3 9.7 0.0 55.5 36.8 Progression Factor 1.51 0.11 0.51 1.00 1.00 1.00 Incremental Delay, d2 1.2 0.2 0.4 0.7 100.7 0.2 Delay (s) 89.7 0.7 5.3 0.7 156.2 36.9 Level of Service F A A A F D Approach Delay (s) 8.0 3.9 125.2 Approach LOS A A F HCM 2000 Control Delay 29.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 14.0 Intersection Capacity Utilization 56.0% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LEG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2022 Future Pre -Project Conditions 200: Soledad Canyon Rd & Valley Center Dr Weekday AM Peak Hour Lane Configurations Vi +++ ' "++ r _Vi _ _ _ _?I Traffic Volume (vph) 80 851 2252 998 556 201 Future Volume (vph) 80 851 2252 998 556 201 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 091 091 1.00 0.97 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 L00 1.00 0.95 1.00 Said. Flow (prot) 3433 5085 5085 1583 3433 1583 Flt Permitted 0.95 1.00 1 00 1.00 0.95 1.00 Said. Flow (perm) 3433 5085 5085 1583 3433 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 87 925 2448 1085 604 218 RTOR Reduction (vph) 0 0 0 0 0 138 Lane Group Flow (vph) 87 925 2448 1085 604 80 Turn Type Prot NA NA Free Prot pt+ov Protected Phases 5 2 6 3 3 5 Permitted Phases Free Actuated Green, G (s) 8.7 87.0 74.3 132.0 34.5 47.7 Effective Green, g'(s) 87 89.0 76.3 132.0 35.0 48.2 Actuated g/C Ratio 0.07 0.67 0.58 1.00 0.27 0.37 Clearance Time (s) 40 6.0 6.0 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 226 3428 2939 1583 910 578 v/s Ratio Prot 0.03 0.18 c0.48 0.18 0.05 v/s Ratio Perm c0.69 v/c Ratio 0.38 0.27 0.83 0.69 0.66 0.14 Uniform Delay, dl' 591 8.6 22.7 0.0 43.3 28.0 Progression Factor 0.75 1.00 0.66 1.00 1.00 1.00 Incremental Delay, d2 1.1 0.2 2.5 2.1 1.8 0.1 Delay (s) 45.1 8.8 17.4 2.1 45.1 28.1 Level of Service D A B A D C Approach Delay (s) 11.9 12.7 40.6 Approach LOS B B D HCM 2000 Control Delay 16.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.84 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 14.0 Intersection Capacity Utilization 66.0% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LLG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2022 Future Pre -Project Conditions 200: Soledad Canyon Rd & Valley Center Dr Weekday PM Peak Hour Lane Configurations Vi +++ ++ + r Vi r Traffic Volume (vph) 268 2098 1514 791 987 262 Future Volume (vph) 268 2098 1514 791 987 262 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 091 091 1.00 0.97 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 L00 1.00 0.95 1.00 Said. Flow (prot) 3433 5085 5085 1583 3433 1583 Flt Permitted 0.95 1.00 1 00 1.00 0.95 1.00 Said. Flow (perm) 3433 5085 5085 1583 3433 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 291 2280 1646 860 1073 285 RTOR Reduction (vph) 0 0 0 0 0 96 Lane Group Flow (vph) 291 2280 1646 860 1073 189 Turn Type Prot NA NA Free Prot pt+ov Protected Phases 5 2 6 3 3 5 Permitted Phases Free Actuated Green, G (s) 14.9 66.0 47.1 132.0 55.5 74.9 Effective Green, g'(s) 149 68.0 49.1 132.0 56.0 75.4 Actuated g/C Ratio 0.11 0.52 0.37 1.00 0.42 0.57 Clearance Time (s) 40 6.0 6.0 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 387 2619 1891 1583 1456 904 v/s Ratio Prot 0.08 c0.45 0.32 c0.31 0.12 v/s Ratio Perm 0.54 v/c Ratio 0.75 0.87 0.87 0.54 0.74 0.21 Uniform Delay, dl' 56.8 28.1 38.5 0.0 31.8 13.8 Progression Factor 0.83 1.13 0.74 1.00 1.00 1.00 Incremental Delay, d2 7.7 4.2 5.6 1.3 2.0 0.1 Delay (s) 54.9 35.9 34.0 1.3 33.8 13.9 Level of Service D D C A C B Approach Delay (s) 38.0 22.8 29.6 Approach LOS D C C HCM 2000 Control Delay 30.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.85 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 14.0 Intersection Capacity Utilization 75.4% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LLG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2022 Future Pre -Project Conditions 200: Soledad Canyon Rd & Valley Center Dr Saturday Mid -day Peak Hour Lane Configurations Vi +++ + ++ r _ _ Vi _ _ _ _ ?I Traffic Volume (vph) 267 1703 1872 816 768 283 Future Volume (vph) 267 1703 1872 816 768 283 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 091 091 1.00 0.97 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 L00 1.00 0.95 1.00 Said. Flow (prot) 3433 5085 5085 1583 3433 1583 Flt Permitted 0.95 1.00 1 00 1.00 0.95 1.00 Said. Flow (perm) 3433 5085 5085 1583 3433 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 290 1851 2035 887 835 308 RTOR Reduction (vph) 0 0 0 0 0 203 Lane Group Flow (vph) 290 1851 2035 887 835 105 Turn Type Prot NA NA Free Prot pt+ov Protected Phases 5 2 6 3 3 5 Permitted Phases Free Actuated Green, G (s) 16.7 101.0 80.3 132.0 20.5 41.7 Effective Green, g (s) 16.7 103.0 82.3 132.0 21.0 42.2 Actuated g/C Ratio 0.13 0.78 0.62 1.00 0.16 0.32 Clearance Time (s) 40 6.0 6.0 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 434 3967 3170 1583 546 506 v/s Ratio Prot 0.08 0.36 c0.40 c0.24 0.07 v/s Ratio Perm c0.56 v/c Ratio 0.67 0.47 0.64 0.56 1.53 0.21 Uniform Delay, dl' 550 5.0 15.6 0.0 55.5 32.7 Progression Factor 1.31 0.34 0.60 1.00 1.00 1.00 Incremental Delay, d2 3.8 0A 1.0 1.4 247.4 0.2 Delay (s) 76.1 2.1 10.4 1.4 302.9 32.9 Level of Service E A B A F C Approach Delay (s) 12.1 7.7 230.1 Approach LOS B A F HCM 2000 Control Delay 50.2 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.82 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 14.0 Intersection Capacity Utilization 75.7% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LLG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2022 Future with Project Conditions 200: Soledad Canyon Rd & Valley Center Dr Weekday AM Peak Hour Lane Configurations Vi +++ ' "++ r _ _ Vi _ _ _ ?I Traffic Volume (vph) 83 851 2252 1006 560 203 Future Volume (vph) 83 851 2252 1006 560 203 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 091 091 1.00 0.97 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 L00 1.00 0.95 1.00 Said. Flow (prot) 3433 5085 5085 1583 3433 1583 Flt Permitted 0.95 1.00 1 00 1.00 0.95 1.00 Said. Flow (perm) 3433 5085 5085 1583 3433 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 90 925 2448 1093 609 221 RTOR Reduction (vph) 0 0 0 0 0 139 Lane Group Flow (vph) 90 925 2448 1093 609 82 Turn Type Prot NA NA Free Prot pt+ov Protected Phases 5 2 6 3 3 5 Permitted Phases Free Actuated Green, G (s) 8.8 86.6 73.8 132.0 34.9 48.2 Effective Green, g'(s) 8.8 88.6 75.8 132.0 35.4 48.7 Actuated g/C Ratio 0.07 0.67 0.57 1.00 0.27 0.37 Clearance Time (s) 40 6.0 6.0 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 228 3413 2920 1583 920 584 v/s Ratio Prot 0.03 0.18 c0.48 0.18 0.05 v/s Ratio Perm c0.69 v/c Ratio 0.39 0.27 0.84 0.69 0.66 0.14 Uniform Delay, dl' 590 8.7 23.1 0.0 43.0 27.7 Progression Factor 0.75 1.01 0.67 1.00 1.00 1.00 Incremental Delay, d2 1.1 0.2 2.7 2.2 1.8 0.1 Delay (s) 45.1 9.0 18.0 2.2 44.8 27.8 Level of Service D A B A D C Approach Delay (s) 12.2 13.1 40.3 Approach LOS B B D HCM 2000 Control Delay 17.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.84 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 14.0 Intersection Capacity Utilization 66.2% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LLG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2022 Future with Project Conditions 200: Soledad Canyon Rd & Valley Center Dr Weekday PM Peak Hour Lane Configurations Vi +++ ++ + r Vi r Traffic Volume (vph) 271 2098 1514 801 994 266 Future Volume (vph) 271 2098 1514 801 994 266 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 091 091 1.00 0.97 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 L00 1.00 0.95 1.00 Said. Flow (prot) 3433 5085 5085 1583 3433 1583 Flt Permitted 0.95 1.00 1 00 1.00 0.95 1.00 Said. Flow (perm) 3433 5085 5085 1583 3433 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 295 2280 1646 871 1080 289 RTOR Reduction (vph) 0 0 0 0 0 97 Lane Group Flow (vph) 295 2280 1646 871 1080 192 Turn Type Prot NA NA Free Prot pt+ov Protected Phases 5 2 6 3 3 5 Permitted Phases Free Actuated Green, G (s) 15.0 66.0 47.0 132.0 55.5 75.0 Effective Green, g'(s) 150 68.0 49.0 132.0 56.0 75.5 Actuated g/C Ratio 0.11 0.52 0.37 1.00 0.42 0.57 Clearance Time (s) 40 6.0 6.0 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 390 2619 1887 1583 1456 905 v/s Ratio Prot 0.09 c0.45 0.32 c0.31 0.12 v/s Ratio Perm 0.55 v/c Ratio 0.76 0.87 0.87 0.55 0.74 0.21 Uniform Delay, dl' 567 28.1 38.6 0.0 31.9 13.8 Progression Factor 0.83 1.13 0.74 1.00 1.00 1.00 Incremental Delay, d2 7.9 4.2 5.7 1.3 2.1 0.1 Delay (s) 55.0 35.9 34.2 1.3 34.0 13.9 Level of Service E D C A C B Approach Delay (s) 38.1 22.8 29.8 Approach LOS D C C HCM 2000 Control Delay 30.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.85 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 14.0 Intersection Capacity Utilization 75.6% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LLG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2022 Future with Project Conditions 200: Soledad Canyon Rd & Valley Center Dr Saturday Mid -day Peak Hour Lane Configurations Vi '+++ _ +++ _ r _Vi _ _ _ _I*_ Traffic Volume (vph) 274 1703 1872 838 781 288 Future Volume (vph) 274 1703 1872 838 781 288 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 091 091 1.00 0.97 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 L00 1.00 0.95 1.00 Said. Flow (prot) 3433 5085 5085 1583 3433 1583 Flt Permitted 0.95 1.00 1 00 1.00 0.95 1.00 Said. Flow (perm) 3433 5085 5085 1583 3433 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 298 1851 2035 911 849 313 RTOR Reduction (vph) 0 0 0 0 0 201 Lane Group Flow (vph) 298 1851 2035 911 849 112 Turn Type Prot NA NA Free Prot pt+ov Protected Phases 5 2 6 3 3 5 Permitted Phases Free Actuated Green, G (s) 17.3 101.0 79.7 132.0 20.5 42.3 Effective Green, g (s) 17.3 103.0 81.7 132.0 21.0 42.8 Actuated g/C Ratio 0.13 0.78 0.62 1.00 0.16 0.32 Clearance Time (s) 40 6.0 6.0 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 449 3967 3147 1583 546 513 v/s Ratio Prot 0.09 0.36 c0.40 c0.25 0.07 v/s Ratio Perm c0.58 v/c Ratio 0.66 0.47 0.65 0.58 1.55 0.22 Uniform Delay, dl' 546 5.0 16.0 0.0 55.5 32.4 Progression Factor 1.29 0.34 0.61 1.00 1.00 1.00 Incremental Delay, d2 3.6 0A 1.0 1.5 258.6 0.2 Delay (s) 74.2 2.1 10.8 1.5 314.1 32.6 Level of Service E A B A F C Approach Delay (s) 12.1 7.9 238.3 Approach LOS B A F HCM 2000 Control Delay 52.1 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.83 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 14.0 Intersection Capacity Utilization 76.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LLG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2020 Existing Conditions 206: Golden Valley Rd & Valley Center Dr Weekday AM Peak Hour I Lane Configurations Mvi _ rr )) +++ +++ 1* Traffic Volume (vph) 738 96 126 707 1087 473 Future Volume (vph) 738 96 126 707 1087 473 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.94 088 097 0.91 0.91 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 095 1.00 1.00 1.00 Said. Flow (Prot) 4990 2787 3433 5085 5085 1583 Flt Permitted 0.95 1.00 0 95 1.00 1.00 1.00 Said. Flow (Perm) 4990 2787 3433 5085 5085 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 802 104 137 768 1182 514 RTOR Reduction (vph) 0 88 0 0 0 147 Lane Group Flow (vph) 802 16 137 768 1182 367 Turn Type Prot pt+ov Prot NA NA Perm Protected Phases 3 5 12 5 12 2 6 Permitted Phases 6 Actuated Green, G (s) 27.3 20.1 20.1 83.6 69.1 69.1 Effective Green, g'(s) 283 20.6 20.6 85.6 71.1 71.1 Actuated g/C Ratio 0.21 0.16 0.16 0.65 0.54 0.54 Clearance Time (s) 50 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 1069 434 535 3297 2738 852 v/s Ratio Prot c0.16 0.01 c0.04 0.15 c0.23 v/s Ratio Perm 0.23 v/c Ratio 0.75 0.04 0.26 0.23 0.43 0.43 Uniform Delay, dl' 48.5 47.3 49.0 9.6 18.3 18.3 Progression Factor 1.00 1.00 0.78 0.36 0.54 0.40 Incremental Delay, d2 3.0 0.0 0.2 0.2 0.5 1.6 Delay (s) 51.5 47.3 38.3 3.6 10.4 8.9 Level of Service D D D A B A Approach Delay (s) 51.1 8.9 9.9 Approach LOS D A A HCM 2000 Control Delay 20.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 48.6% ICU Level of Service A Analysis Period (min) 15 Description: Golden Valley Road at Valley Center Drive c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LEG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2020 Existing Conditions 206: Golden Valley Rd & Valley Center Dr Weekday PM Peak Hour I Lane Configurations Mvi rr M +++ +++ Traffic Volume (vph) 562 Ill 129 1355 1201 741 Future Volume (vph) 562 111 129 1355 1201 741 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.94 088 097 0.91 0.91 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 095 1.00 1.00 1.00 Said. Flow (Prot) 4990 2787 3433 5085 5085 1583 Flt Permitted 0.95 1.00 0 95 1.00 1.00 1.00 Said. Flow (Perm) 4990 2787 3433 5085 5085 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 611 121 140 1473 1305 805 RTOR Reduction (vph) 0 102 0 0 0 190 Lane Group Flow (vph) 611 19 140 1473 1305 615 Turn Type Prot pt+ov Prot NA NA Perm Protected Phases 3 5 12 5 12 2 6 Permitted Phases 6 Actuated Green, G (s) 21.8 20.4 20.4 89.1 74.3 74.3 Effective Green, g'(s) 22.8 20.9 20.9 91.1 76.3 76.3 Actuated g/C Ratio 0.17 0.16 0.16 0.69 0.58 0.58 Clearance Time (s) 50 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 861 441 543 3509 2939 915 v/s Ratio Prot c0.12 0.01 c0.04 c0.29 0.26 v/s Ratio Perm c0.39 v/c Ratio 0.71 0.04 0.26 0.42 0.44 0.67 Uniform Delay, dl' 51.5 47.1 48.7 8.9 15.8 19.2 Progression Factor 1.00 1.00 0.81 0.82 0.71 1.06 Incremental Delay, d2 2.7 0.0 0.3 0.4 0.5 3.8 Delay (s) 54.2 47.1 39.5 7.7 11.7 24.2 Level of Service D D D A B C Approach Delay (s) 53.0 10.4 16.4 Approach LOS D B B HCM 2000 Control Delay 20.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.65 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 56.2% ICU Level of Service B Analysis Period (min) 15 Description: Golden Valley Road at Valley Center Drive c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LEG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2020 Existing Conditions 206: Golden Valley Rd & Valley Center Dr Saturday Mid -day Peak Hour I Lane Configurations Mvi rr M +++ '+++ r Traffic Volume (vph) 518 173 198 1161 1238 615 Future Volume (vph) 518 173 198 1161 1238 615 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.94 0.88 0 97 0.91 0.91 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 095 1.00 1.00 1.00 Said. Flow (Prot) 4990 2787 3433 5085 5085 1583 Flt Permitted 0.95 1.00 0 95 1.00 1.00 1.00 Said. Flow (Perm) 4990 2787 3433 5085 5085 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 563 188 215 1262 1346 668 RTOR Reduction (vph) 0 155 0 0 0 156 Lane Group Flow (vph) 563 33 215 1262 1346 512 Turn Type Prot pt+ov Prot NA NA Perm Protected Phases 3 5 12 5 12 2 6 Permitted Phases 6 Actuated Green, G (s) 20.4 23.0 23.0 90.4 73.1 73.1 Effective Green, g (s) 21.4 23.5 23.5 92.4 75.1 75.1 Actuated g/C Ratio 0.16 0.18 0.18 0.70 0.57 0.57 Clearance Time (s) 50 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 808 496 611 3559 2893 900 v/s Ratio Prot c0.11 0.01 c0.06 c0.25 0.26 v/s Ratio Perm c0.32 v/c Ratio 0.70 0.07 0.35 0.35 0.47 0.57 Uniform Delay, dl 52.2 45.1 47.6 7.9 16.7 18.1 Progression Factor 1.00 1.00 1.03 0.72 0.99 1.12 Incremental Delay, d2 2.6 0.1 0.3 0.3 0.5 2.6 Delay (s) 54.9 45.2 49.3 6.0 17.0 22.8 Level of Service D D D A B C Approach Delay (s) 52.4 12.3 18.9 Approach LOS D B B HCM 2000 Control Delay 22.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.57 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 50.4% ICU Level of Service A Analysis Period (min) 15 Description: Golden Valley Road at Valley Center Drive c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LEG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2020 Existing with Project Conditions 206: Golden Valley Rd & Valley Center Dr Weekday AM Peak Hour I Lane Configurations Mvi _ rr )) +++ _ +++ _ _ _?I Traffic Volume (vph) 740 97 126 707 1087 476 Future Volume (vph) 740 97 126 707 1087 476 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.94 088 097 0.91 0.91 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 095 1.00 1.00 1.00 Said. Flow (prot) 4990 2787 3433 5085 5085 1583 Flt Permitted 0.95 1.00 0 95 1.00 1.00 1.00 Said. Flow (perm) 4990 2787 3433 5085 5085 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 804 105 137 768 1182 517 RTOR Reduction (vph) 0 89 0 0 0 148 Lane Group Flow (vph) 804 16 137 768 1182 369 Turn Type Prot pt+ov Prot NA NA Perm Protected Phases 3 5 12 5 12 2 6 Permitted Phases 6 Actuated Green, G (s) 27.3 20.2 20.2 83.6 69.0 69.0 Effective Green, g (s) 28.3 20.7 20.7 85.6 71.0 71.0 Actuated g/C Ratio 0.21 0.16 0.16 0.65 0.54 0.54 Clearance Time (s) 50 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 1069 437 538 3297 2735 851 v/s Ratio Prot c0.16 0.01 c0.04 0.15 0.23 v/s Ratio Perm c0.23 v/c Ratio 0.75 0.04 0.25 0.23 0.43 0.43 Uniform Delay, dl' 486 47.2 48.9 9.6 18.4 18.4 Progression Factor 1.00 1.00 0.78 0.36 0.54 0.40 Incremental Delay, d2 3.0 0.0 0.2 0.2 0.5 1.6 Delay (s) 51.6 47.2 38.2 3.6 10.4 9.0 Level of Service D D D A > B A Approach Delay (s) 51.1 8.9 10.0 Approach LOS D A A HCM 2000 Control Delay 20.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 48.7% ICU Level of Service A Analysis Period (min) 15 Description: Golden Valley Road at Valley Center Drive c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LEG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2020 Existing wth Project Conditions 206: Golden Valley Rd & Valley Center Dr Weekday PM Peak Hour I Lane Configurations Mvi rr M +++ +++ Traffic Volume (vph) 566 114 129 1355 1201 744 Future Volume (vph) 566 114 129 1355 1201 744 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.94 088 097 0.91 0.91 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 095 1.00 1.00 1.00 Said. Flow (prot) 4990 2787 3433 5085 5085 1583 Flt Permitted 0.95 1.00 0 95 1.00 1.00 1.00 Said. Flow (perm) 4990 2787 3433 5085 5085 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 615 124 140 1473 1305 809 RTOR Reduction (vph) 0 104 0 0 0 192 Lane Group Flow (vph) 615 20 140 1473 1305 617 Turn Type Prot pt+ov Prot NA NA Perm Protected Phases 3 5 12 5 12 2 6 Permitted Phases 6 Actuated Green, G (s) 21.9 20.4 20.4 89.0 74.2 74.2 Effective Green, g'(s) 229 20.9 20.9 91.0 76.2 76.2 Actuated g/C Ratio 0.17 0.16 0.16 0.69 0.58 0.58 Clearance Time (s) 50 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 865 441 543 3505 2935 913 v/s Ratio Prot c0.12 0.01 c0.04 c0.29 0.26 v/s Ratio Perm c0.39 v/c Ratio 0.71 0.04 0.26 0.42 0.44 0.68 Uniform Delay, dl' 51.4 47.1 48.7 9.0 15.9 19.3 Progression Factor 1.00 1.00 0.81 0.82 0.71 1.07 Incremental Delay, d2 2.8 0.0 0.3 0.4 0.5 3.9 Delay (s) 54.2 47.1 39.5 7.7 11.7 24.5 Level of Service D D D A B C Approach Delay (s) 53.0 10.5 16.6 Approach LOS D B B HCM 2000 Control Delay 20.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.65 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 56.4% ICU Level of Service B Analysis Period (min) 15 Description: Golden Valley Road at Valley Center Drive c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LEG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2020 Existing with Project Conditions 206: Golden Valley Rd & Valley Center Dr Saturday Mid -day Peak Hour I Lane Configurations Mvi rr M +++ '+++ r Traffic Volume (vph) 523 177 198 1161 1238 622 Future Volume (vph) 523 177 198 1161 1238 622 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.94 0.88 0 97 0.91 0.91 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 095 1.00 1.00 1.00 Said. Flow (prot) 4990 2787 3433 5085 5085 1583 Flt Permitted 0.95 1.00 0 95 1.00 1.00 1.00 Said. Flow (perm) 4990 2787 3433 5085 5085 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 568 192 215 1262 1346 676 RTOR Reduction (vph) 0 158 0 0 0 159 Lane Group Flow (vph) 568 34 215 1262 1346 517 Turn Type Prot pt+ov Prot NA NA Perm Protected Phases 3 5 12 5 12 2 6 Permitted Phases 6 Actuated Green, G (s) 20.5 23.0 23.0 90.3 73.0 73.0 Effective Green, g'(s) 21.5 23.5 23.5 92.3 75.0 75.0 Actuated g/C Ratio 0.16 0.18 0.18 0.70 0.57 0.57 Clearance Time (s) 50 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 812 496 611 3555 2889 899 v/s Ratio Prot c0.11 0.01 c0.06 c0.25 0.26 v/s Ratio Perm c0.33 v/c Ratio 0.70 0.07 0.35 0.35 0.47 0.58 Uniform Delay, dl 52.2 45.1 47.6 7.9 16.7 18.3 Progression Factor 1.00 1.00 1.03 0.73 0.99 1.12 Incremental Delay, d2 2.7 0.1 0.3 0.3 0.5 2.6 Delay (s) 54.9 45.2 49.5 6.1 17.1 23.1 Level of Service D D D A B C Approach Delay (s) 52.4 12.4 19.1 Approach LOS D B B HCM 2000 Control Delay 22.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 50.8% ICU Level of Service A Analysis Period (min) 15 Description: Golden Valley Road at Valley Center Drive c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LEG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2022 Future Pre -Project Conditions 206: Golden Valley Rd & Valley Center Dr Weekday AM Peak Hour I Lane Configurations Mvi rr )) +++ +++ r Traffic Volume (vph) 801 134 131 849 1232 534 Future Volume (vph) 801 134 131 849 1232 534 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.94 088 097 0.91 0.91 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 095 1.00 1.00 1.00 Said. Flow (prot) 4990 2787 3433 5085 5085 1583 Flt Permitted 0.95 1.00 0 95 1.00 1.00 1.00 Said. Flow (perm) 4990 2787 3433 5085 5085 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 871 146 142 923 1339 580 RTOR Reduction (vph) 0 123 0 0 0 152 Lane Group Flow (vph) 871 23 142 923 1339 428 Turn Type Prot pt+ov Prot NA NA Perm Protected Phases 3 5 12 5 12 2 6 Permitted Phases 6 Actuated Green, G (s) 29.6 20.4 20.4 81.3 66.5 66.5 Effective Green, g'(s) 306 20.9 20.9 83.3 68.5 68.5 Actuated g/C Ratio 0.23 0.16 0.16 0.63 0.52 0.52 Clearance Time (s) 50 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 1156 441 543 3208 2638 821 v/s Ratio Prot c0.17 0.01 c0.04 c0.18 0.26 v/s Ratio Perm c0.27 v/c Ratio 0.75 0.05 0.26 0.29 0.51 0.52 Uniform Delay, dl' 47.2 47.1 48.8 11.0 20.7 20.9 Progression Factor 1.00 1.00 0.82 0.35 0.56 0.40 Incremental Delay, d2 2.8 0.0 0.2 0.2 0.7 2.4 Delay (s) 50.0 47.2 40.3 4.1 12.4 10.7 Level of Service D D D A > B B Approach Delay (s) 49.6 8.9 11.9 Approach LOS D A B HCM 2000 Control Delay 20.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.56 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 52.8% ICU Level of Service A Analysis Period (min) 15 Description: Golden Valley Road at Valley Center Drive c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LLG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2022 Future Pre -Project Conditions 206: Golden Valley Rd & Valley Center Dr Weekday PM Peak Hour I Lane Configurations Mvi rr )) +++ +++ _ _ _ ?I Traffic Volume (vph) 664 232 134 1746 1586 845 Future Volume (vph) 664 232 134 1746 1586 845 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.94 088 097 0.91 0.91 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 095 1.00 1.00 1.00 Said. Flow (prot) 4990 2787 3433 5085 5085 1583 Flt Permitted 0.95 1.00 0 95 1.00 1.00 1.00 Said. Flow (perm) 4990 2787 3433 5085 5085 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 722 252 146 1898 1724 918 RTOR Reduction (vph) 0 210 0 0 0 177 Lane Group Flow (vph) 722 42 146 1898 1724 741 Turn Type Prot pt+ov Prot NA NA Perm Protected Phases 3 5 12 5 12 2 6 Permitted Phases 6 Actuated Green, G (s) 24.9 21.5 21.5 86.0 70.1 70.1 Effective Green, g'(s) 259 22.0 22.0 88.0 72.1 72.1 Actuated g/C Ratio 0.20 0.17 0.17 0.67 0.55 0.55 Clearance Time (s) 50 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 979 464 572 3390 2777 864 v/s Ratio Prot c0.14 0.02 c0.04 c0.37 0.34 v/s Ratio Perm c0.47 v/c Ratio 0.74 0.09 0.26 0.56 0.62 0.86 Uniform Delay, dl 49.9 46.5 47.9 11.7 20.6 25.6 Progression Factor 1.00 1.00 0.85 0.77 0.72 0.87 Incremental Delay, d2 2.9 0.1 0.2 0.7 1.0 10.7 Delay (s) 52.8 46.6 41.1 9.7 15.9 33.0 Level of Service D D D A B C Approach Delay (s) 51.2 12.0 21.8 Approach LOS D B C HCM 2000 Control Delay 23.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.79 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 62.8% ICU Level of Service B Analysis Period (min) 15 Description: Golden Valley Road at Valley Center Drive c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LLG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2022 Future Pre -Project Conditions 206: Golden Valley Rd & Valley Center Dr Saturday Mid -day Peak Hour I Lane Configurations Wi rr )) +++ W r Traffic Volume (vph) 619 320 206 1607 1726 727 Future Volume (vph) 619 320 206 1607 1726 727 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.94 088 097 0.91 0.91 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 095 1.00 1.00 1.00 Said. Flow (prot) 4990 2787 3433 5085 5085 1583 Flt Permitted 0.95 1.00 0 95 1.00 1.00 1.00 Said. Flow (perm) 4990 2787 3433 5085 5085 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 673 348 224 1747 1876 790 RTOR Reduction (vph) 0 284 0 0 0 142 Lane Group Flow (vph) 673 64 224 1747 1876 648 Turn Type Prot pt+ov Prot NA NA Perm Protected Phases 3 5 12 5 12 2 6 Permitted Phases 6 Actuated Green, G (s) 23.5 23.9 23.9 86.9 69.1 69.1 Effective Green, g (s) 245 24.4 24.4 88.9 71.1 71.1 Actuated g/C Ratio 0.19 0.18 0.18 0.67 0.54 0.54 Clearance Time (s) 50 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 926 515 634 3424 2738 852 v/s Ratio Prot c0.13 0.02 c0.07 c0.34 0.37 v/s Ratio Perm c0.41 v/c Ratio 0.73 0.12 0.35 0.51 0.69 0.76 Uniform Delay, dl' 506 44.9 46.9 10.7 22.3 23.8 Progression Factor 1.00 1.00 1.04 0.82 1.01 1.00 Incremental Delay, d2 2.9 0.1 0.3 0.5 1.4 6.3 Delay (s) 53.5 45.0 49.1 9.3 23.9 30.1 Level of Service D D D A C C Approach Delay (s) 50.6 13.9 25.7 Approach LOS D B C HCM 2000 Control Delay 26.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.72 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 61.0% ICU Level of Service B Analysis Period (min) 15 Description: Golden Valley Road at Valley Center Drive c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LLG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2022 Future with Project Conditions 206: Golden Valley Rd & Valley Center Dr Weekday AM Peak Hour I Lane Configurations Mvi rr )) +++ +++ r Traffic Volume (vph) 803 135 131 849 1232 537 Future Volume (vph) 803 135 131 849 1232 537 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.94 088 097 0.91 0.91 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 095 1.00 1.00 1.00 Said. Flow (prot) 4990 2787 3433 5085 5085 1583 Flt Permitted 0.95 1.00 0 95 1.00 1.00 1.00 Said. Flow (perm) 4990 2787 3433 5085 5085 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 873 147 142 923 1339 584 RTOR Reduction (vph) 0 124 0 0 0 154 Lane Group Flow (vph) 873 23 142 923 1339 430 Turn Type Prot pt+ov Prot NA NA Perm Protected Phases 3 5 12 5 12 2 6 Permitted Phases 6 Actuated Green, G (s) 29.7 20.4 20.4 81.2 66.4 66.4 Effective Green, g'(s) 307 20.9 20.9 83.2 68.4 68.4 Actuated g/C Ratio 0.23 0.16 0.16 0.63 0.52 0.52 Clearance Time (s) 50 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 1160 441 543 3205 2634 820 v/s Ratio Prot c0.17 0.01 c0.04 c0.18 0.26 v/s Ratio Perm c0.27 v/c Ratio 0.75 0.05 0.26 0.29 0.51 0.52 Uniform Delay, dl' 47.1 47.1 48.8 11.0 20.8 21.0 Progression Factor 1.00 1.00 0.82 0.35 0.56 0.40 Incremental Delay, d2 2.8 0.1 0.2 0.2 0.7 2.4 Delay (s) 49.9 47.2 40.3 4.1 12.4 10.8 Level of Service D D D A > B B Approach Delay (s) 49.5 8.9 11.9 Approach LOS D A B HCM 2000 Control Delay 20.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.56 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 52.8% ICU Level of Service A Analysis Period (min) 15 Description: Golden Valley Road at Valley Center Drive c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LLG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2022 Future with Project Conditions 206: Golden Valley Rd & Valley Center Dr Weekday PM Peak Hour I Lane Configurations Mvi_ _ rr )) '+++ +++ ?I Traffic Volume (vph) 668 235 134 1746 1586 848 Future Volume (vph) 668 235 134 1746 1586 848 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.94 088 097 0.91 0.91 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 095 1.00 1.00 1.00 Said. Flow (prot) 4990 2787 3433 5085 5085 1583 Flt Permitted 0.95 1.00 0 95 1.00 1.00 1.00 Said. Flow (perm) 4990 2787 3433 5085 5085 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 726 255 146 1898 1724 922 RTOR Reduction (vph) 0 213 0 0 0 178 Lane Group Flow (vph) 726 43 146 1898 1724 744 Turn Type Prot pt+ov Prot NA NA Perm Protected Phases 3 5 12 5 12 2 6 Permitted Phases 6 Actuated Green, G (s) 25.0 21.5 21.5 85.9 70.0 70.0 Effective Green, g'(s) 260 22.0 22.0 87.9 72.0 72.0 Actuated g/C Ratio 0.20 0.17 0.17 0.67 0.55 0.55 Clearance Time (s) 50 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 982 464 572 3386 2773 863 v/s Ratio Prot c0.15 0.02 c0.04 c0.37 0.34 v/s Ratio Perm c0.47 v/c Ratio 0.74 0.09 0.26 0.56 0.62 0.86 Uniform Delay, dl 49.8 46.5 47.9 11.8 20.6 25.7 Progression Factor 1.00 1.00 0.85 0.77 0.72 0.87 Incremental Delay, d2 3.0 0.1 0.2 0.7 1.0 11.0 Delay (s) 52.8 46.6 41.1 9.8 15.9 33.5 Level of Service D D D A B C Approach Delay (s) 51.2 12.0 22.0 Approach LOS D B C HCM 2000 Control Delay 23.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.79 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 63.0% ICU Level of Service B Analysis Period (min) 15 Description: Golden Valley Road at Valley Center Drive c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LLG Engineers 07/06/2020 HCM Signalized Intersection Capacity Analysis Year 2022 Future with Project Conditions 206: Golden Valley Rd & Valley Center Dr Saturday Mid -day Peak Hour I Lane Configurations Wi rr )) +++ W Traffic Volume (vph) 624 324 206 1607 1726 734 Future Volume (vph) 624 324 206 1607 1726 734 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.94 088 097 0.91 0.91 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 095 1.00 1.00 1.00 Said. Flow (prot) 4990 2787 3433 5085 5085 1583 Flt Permitted 0.95 1.00 0 95 1.00 1.00 1.00 Said. Flow (perm) 4990 2787 3433 5085 5085 1583 Peak -hour factor, PHF 0.92 0.92 0 92 0.92 0.92 0.92 Adj. Flow (vph) 678 352 224 1747 1876 798 RTOR Reduction (vph) 0 287 0 0 0 144 Lane Group Flow (vph) 678 65 224 1747 1876 654 Turn Type Prot pt+ov Prot NA NA Perm Protected Phases 3 5 12 5 12 2 6 Permitted Phases 6 Actuated Green, G (s) 23.8 23.9 23.9 86.6 68.8 68.8 Effective Green, g (s) 248 24.4 24.4 88.6 70.8 70.8 Actuated g/C Ratio 0.19 0.18 0.18 0.67 0.54 0.54 Clearance Time (s) 50 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 937 515 634 3413 2727 849 v/s Ratio Prot c0.14 0.02 c0.07 c0.34 0.37 v/s Ratio Perm c0.41 v/c Ratio 0.72 0.13 0.35 0.51 0.69 0.77 Uniform Delay, dl' 50.4 44.9 46.9 10.9 22.5 24.2 Progression Factor 1.00 1.00 1.04 0.82 1.01 1.00 Incremental Delay, d2 2.8 0.1 0.3 0.5 1.4 6.6 Delay (s) 53.2 45.0 49.1 9.5 24.1 30.8 Level of Service D D D A C C Approach Delay (s) 50.4 14.0 26.1 Approach LOS D B C HCM 2000 Control Delay 26.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.72 Actuated Cycle Length (s) 132.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 61.1% ICU Level of Service B Analysis Period (min) 15 Description: Golden Valley Road at Valley Center Drive c Critical Lane Group Santa Clarita Self -Storage Project/ 1- 18-4318-1 Synchro 10 Report LLG Engineers 07/06/2020 APPENDIX H Tribal Cultural Resources Letter Fernandeno Tataviam Band of Mission Indians Tribal Historic & Cultural Preservation Department April 7, 2020 Rudy J. Ortega, Jr. Tribal President Tribal Historic & Cultura Preservation Committee Lucia Alfaro Chairperson RE: Formal Comments for Consultation Application Pursuant to the California Environmental Quality Act (CEQA), Public Resources Code section 21080.3.1, subdivision (b), (d) and (e) for the Neighborhood Storage Facility for Horne Partners, LLC-Santa Clarita, CA Dear Mr. Horne, Thank you for the opportunity to consult and comment on the Neighborhood Storage Facility (Project). I am writing to you on behalf the Tribal Historic and Cultural Preservation ("THCP") Department of the Fernandeno Tataviam Band of Mission Indians ("FTBMI"), a native sovereign nation of northern Los Angeles County. This letter constitutes formal comments under the provisions of the California Environmental Quality Act (CEQA) (Public Resources Code section 21080.3.1 subdivisions (b), (d) and (e)) for the mitigation of potential impacts to tribal cultural resources for the Project referenced above. 1019 Second Street, Suite I I San Fernando I California, 91340 1 (818) 837-0794 1 Fax (818) 837-0796 1 thcp@tataviam-nsn.us The THCP Department has completed a review of the Project based on the information provided by the City of Santa Clarita. The documents provided include the Formal Notification and associated maps pursuant to Assembly Bill 52 (AB52) and the California Environmental Quality Act (CEQA), the 2020 Environmental Questionnaire - Initial Study Form "A", 2020 Native American Heritage Commission Sacred Lands File Search, and Project grading plans. A Cultural Resource Investigation was not prepared as it was not required by the City of Santa Clarita due to the property's current graded condition. THCP Department additionally reviewed Tribal records, and historic aerial maps to gather information on the Tribal Cultural sensitivity of the Project's vicinity. The following are comments and recommendations by the FTBMI that address the potential impacts to Tribal Cultural Resources (TCR) by the proposed Project. Tribal Cultural Resources are defined as sites, features, places, cultural landscapes, sacred places, and objects, including historical resources, unique archaeological resources, or non -unique archaeological resources with cultural value to a Native American Tribe. The proposed Project, located in the southwest corner of Golden Valley Road & Valley Center Drive, involves the construction of a 144,333-square foot three story self -storage facility (see Figure 1). The approximately 2.35-acre Project site will require approximately 7,000 cubic yards of grading, excavating through 0'-2' feet below grading depth for ground improvements, cutting, fill placement, and pad preparation. The Project will also require the installation of utilities which may involve an undefined amount of trenching or excavations. It is the understanding of the THCP Department that the topsoil is disturbed from previous grading, however, the project retains the presence of native soil and therefore has potential to impact TCRs. Figure 1: Project Site 1019 Second Street, Suite 1 I San Fernando I California, 91340 1 (818) 837-0794 1 Fax (818) 837-0796 1 thcp@tataviam-nsn.us The proposed Project lies in a significant cultural area surrounded by known TCRs. These consists of prehistoric and historic villages and seasonal habitation settlements, food production sites with bedrock mortars and manos, earth ovens and ash middens, as well as tool production sites, sites with rock shelters containing petroglyphs and pictographs, sites containing human burial(s), as well as isolated artifacts (isolates). Additionally, there are culturally significant landmarks such as unique geological formations, oak trees, and places with natural resources where people gathered to conduct daily life activities such as harvesting plants for food and medicine and collecting raw materials for tool production. These places were accessible through the network of trails which followed natural landscape features and paths made by animals. The Santa Clara River, served as a prominent landscape featureused as a route in the trail network. Measuring 83 miles from the lower Western Mojave to the Pacific Ocean, this river connected coastal, inland and desert populations during prehistoric and historic times. Other forms of TCR trails in the region followed creeks, springs, tributaries, canyons, and mountain ridges. It is important to understand that the evolution of modern roads and highways developed from prehistoric and historic trails that led people to vital resources (Davis 1961). These trails similarly led people to other communities for a variety of reasons, including trade, resource acquisition, and social gatherings (see Davis 1961). The vicinity of the Project area was the location of settlements of the Tataviam people (see Figure 2). Among the number of Tataviam Villages in the region, Chaguayanga and Tobimonga are between approximately 2-3 miles from the Project area. Groups residing in the area were primarily composed of Tataviam people, however, the Eastern Chumash, connected by social relations, kinship, material goods, and cultural ideologies, may have also resided at these sites. At the time of Spanish colonization, most of the Tataviam people were removed from their native settlements and conscripted into the San Fernando Mission. Prior to colonization, these villages varied in size from 10-15 to 150-200 people, likely depending on the presence of resources (i.e., food and water) throughout the year. During certain times of year, Tataviam villages would break up into smaller and more mobile groups that spread out to seasonal settlements from which they could better take advantage of seasonally available plants for food, medicine, and tools. Among the most important of these plant resources were the acorns, which provided the Tataviam with a major food staple. In the fall months, Tataviam families would gather in oak groves to harvest acorns that would provide food for months and years to come. 1019 Second Street, Suite I I San Fernando I California, 91340 1 (818) 837-0794 1 Fax (818) 837-0796 1 thcp@tataviam-nsn.us ! e j F rle ee i �uYY lnnu IKV"rAIITIGMUK, t FILE 6" PAZ -, KIRN ZMA NL ES «V;Inftw � �2. API+'11panV�+'I OafkfY ✓kYFI V \ N—hn Aih/filkl tak aster ' @dNNINW"II.VII rt x lh N H .yet VENTURA \ P A e - IUAVA'm6u'k Iv t „r to \ lnrc t Pwu;lhalbrorao\glaY N t dIn i' I j 1 Castaic �Pdml�4a P Irredal G R' RIRAiIdr'uwku R'j \ Lake, m ... .0 3e i n I";IWIII mnXga IA i rGo"'aly Pat Pimp � N pin ,.^....,, Lake - \ gkdpi161GVANa , ^` ...... I'uulmnQla B "P dMll Ago ufl ."". d '�alWlfaYNP�'I � e... �ItlIY r quulmsmu ^ m.,. CammousV'NGdayIll mil v 126 ., •,. \JVIM1YM�a yKaivaR'aqub ,, Geauy'anadY \ n(I 1oaVrurmnimUa AA V' rrowm dN&Rd IW, t a" sstlkn9a �. tee �,�!! Y \ 7faryn` P'ch edc nga m 3 F anda '�aIP6'Boulu�gyg (ulunga : a . ;i' a ollJu RWbNlVffnya g`�' m 1S INYo I PIVYUIo�a.: k a V Iv 4 IYa A 4A a ab n r� M "� .�Jp IAIV(a V d 4 U6a aU II.NY ya 41Y uW N 04VtlPrLaJ ^� " i7Q� VFNIURA � eaualm6Dn Itla� ,. t' ✓ c t 91c QAlIWV'QJ1� I abli ® ' f tib k Hvtd 1 V "Ra tln�aL P B I I" „ fWbu �, Vwtm M t flCbVhVV,wtiOAA WIYIVIaV, �� Agdes 4 r f I On i Figure 2: Tataviam Village Distribution Among the TRCs adjacent or within the vicinity of the Project site is the Santa Clara River, the Tataviam villages of Chaguayanga and Tobiminga, and a Native American burial site. Although surface TCRs have not been reported within the boundaries of the proposed Project, the range of archaeological sites and isolate artifacts that have been documented throughout the general area warrant taking precautions when proposing any ground disturbing activities. The FTBMI recognizes that the Project (1) is situated adjacent to the Santa Clara River, a natural water channel and prehistoric trail which connects significant and sensitive TCR sites, and there is potential to encounter further TCRs within in the Project along the edges of the river; (2) is located within distance from the Tataviam Village of Chaguayanga and Tobimonga; (3) is within distance of a known Native American cemetery; and (4) and has never been archaeologically assessed nor tested for subsurface TCRs. The FTBMI has identified the Project as exhibiting potential to impact inadvertent Tribal Cultural Resources during ground disturbing activities. Therefore, the FTBMI requests that the Lead Agency and applicant implement the following mitigation measures • TCR-1: In the event that Native American Tribal Cultural Resources are discovered during Project activities, all work in the immediate vicinity of the find (within a 60-foot buffer) shall cease and a qualified archaeologist meeting Secretary of Interior standards shall assess the find. The Fernandeno Tataviam Band of Mission Indians (FTBMI) shall be contacted to consult if any such find occurs. The archaeologist shall complete all relevant California State Department of Parks and Recreation (DPR) 523 Series forms to document the find and submit this documentation to the applicant, Lead Agency, and FTBMI. 1019 Second Street, Suite I I San Fernando I California, 91340 1 (818) 837-0794 1 Fax (818) 837-0796 1 thcp@tataviam-nsn.us • TCR-2: The Applicant shall enter into a Tribal Cultural Resource Agreement with the FTBMI for the identification and protection of sensitive Tribal Cultural Resources, in which the FTBMI shall be identified to provide the following services: o Consultation on the treatment of inadvertent discoveries and the disposition of inadvertently discovered non -funerary resources, and o Professional Native American monitoring for the remainder of ground -disturbing activities and archaeological work should Tribal Cultural Resources be encountered. • TCR-3: If human remains or funerary objects are encountered during any activities associated with the Project, work in the immediate vicinity (within a 100-foot buffer of the find) shall cease and the County Coroner shall be contacted pursuant to State Health and Safety Code §7050.5 and that code shall be enforced for the duration of the Project. o Inadvertent discoveries of human remains and/or funerary object(s) are subject to California State Health and Safety Code Section 7050.5, and the subsequent disposition of those discoveries shall be decided by the Most Likely Descendant (MLD), as determined by the Native American Heritage Commission (NAHC), should those findings be determined as Native American in origin. Should you have any questions about the information presented in this assessment or requested mitigation measures listed, please contact me at (818) 837-0794 or jairo.avila@tataviam-nsn.us. Sincerely, Jairo Avila, M.A., RPA Tribal Historic and Cultural Preservation Officer 1019 Second Street, Suite I I San Fernando I California, 91340 1 (818) 837-0794 1 Fax (818) 837-0796 1 thcp@tataviam-nsn.us References Davis, James T. 1961 Trade Routes and Economic Exchange Among the Indians. The University of California Archaeological Survey Annual Report No. 54. Berkley. 1019 Second Street, Suite 1 I San Fernando I California, 91340 1 (818) 837-0794 1 Fax (818) 837-0796 1 thcp@tataviam-nsn.us In In ME O �a N N CC O C2 >m 0 m Q — ao m O co T E EEEE a& cc c c c c c c c c c c cc cc c cc cc c cc 6` 6666 6`6`6`6`6`6` � •- PAY .. P 6 oa w m U ° J a i s ssaa aE;;;; o a X bs a bsWWg 00000>.AAA ° dsg §€€€...... a8 m �6 d Z A, o vaaaAAAAAAa,e q € o .. W9Wh 4'4 z 0 >� a rveeeeeeeeeeeeeeeeeee.......... 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