1.0 INTRODUCTION 1.1 PURPOSE OF THIS REPORT

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1 1.0 INTRODUCTION This chapter provides an overview of the purpose, authorization and focus of this Recirculated Draft Environmental Impact Report (EIR), an identification of the Lead Agency, an outline of the organization of the EIR, a description of the public review process and a brief discussion of areas of controversy. 1.1 PURPOSE OF THIS REPORT The Mobility Plan 2035 (MP 2035 or proposed project) EIR is being recirculated to reflect the updated project description based on continued agency coordination and public comments received on the Draft MP 2035 and Draft EIR. The reflects a conservative view of potential reductions in vehicular capacity from the Bicycle Lane Network as well as additional miles of transit enhancements. In addition, the includes the following changes from the Draft EIR: Additional model analysis that considers a more comprehensive analysis of installing bicycle lanes. Bicycle lanes on corridors not designated as enhanced networks are assumed to require a conversion of a vehicle travel lane. In the previous Draft EIR it was assumed that bicycle lanes would not reduce vehicular roadway capacities. Additional miles on the Transit Enhanced Network (TEN), described further below. Assuming that all bicycle lanes would require the conversion of a vehicular lane of travel in each direction is a worst-case assumption for vehicle impacts, and it is anticipated that some bicycle lanes can be accomplished by removing only one vehicle lane from the roadway or without removing any travel lanes. However, without specific roadway designs, it is not possible to determine at the city scale where bicycle lanes can be accommodated and, therefore, in the interests of providing a conservative analysis, all bicycle lanes are assumed to require the conversion of a vehicle travel lane. The identifies three additional alternatives to the proposed project (one of which Alternative 3 is similar to the old project analyzed in the previous Draft EIR); a total of five project alternatives are analyzed in this (see list below). The key changes to the project description are provided below (Chapter 3.0 Project Description contains the comprehensive overview of the proposed project). Neighborhood Enhanced Network. The Neighborhood Enhanced Network (NEN), established in the 2010 Bicycle Plan as a network of local streets that are comfortable for bicycling, is now recognized in MP 2035 as a network that can also serve local neighborhood pedestrian activity. To align the terminology of the Neighborhood Network with the other networks being established in MP 2035, the network is being re-named as the NEN. The NEN provides a network of slow, locally-serving streets that connect communities to schools, retail, parks and open space, health care and employment opportunities. Streets on the NEN are typically local and/or collector streets with one lane in each direction that are enhanced with street calming that can include, but are not limited to: bump outs, rounda-bouts, ample sidewalks and street trees. A portion of the NEN has been prioritized to provide gap closures to the network of cycle-tracks/protected bicycle lanes proposed by the Bicycle Enhanced Network (BEN), described below. Bicycle Enhanced Network. The BEN, originally defined as a 330-mile subset of the larger Citywide Bikeway System identified in the 2010 Bicycle Plan, is a regional network of low-stress, separated bikeways. The BEN has been expanded by 84 miles to include 150 miles of Class I/bicycle paths (Green Network in the 2010 Bicycle Plan) along with 264 miles of Class IV/cycle tracks/protected bicycle lanes. The Class IV bikeways represent a portion of the Bicycle Lane Network described below. Also, due to taha

2 limited arterial roadway capacity, primarily on the Westside and within the Hollywood/Mid-Cities area, where opportunities to install a protected bicycle lane are limited, the BEN would be completed with 50 miles of priority streets from the NEN. These Priority NEN streets would typically receive streetcalming enhancements that provide a safer bicycling experience without reducing vehicle travel capacity. Bicycle Lane Network. The Bicycle Lane Network represents a 775-mile system of bicycle lanes that includes the 719 miles of lanes referred to as the Backbone Network in the 2010 Bicycle Plan, as well as additional lanes that were installed since On the 775-mile Bicycle Lane Network, 264 miles are intended to be upgraded as Class IV/Cycle Tracks and the future condition is also represented on the BEN map. While the bicycle lanes in the 2010 Bicycle Plan were included in MP 2035, the full impact of installing the bicycle lanes to the transportation system was not fully analyzed in the Draft EIR (i.e. no impacts to vehicle capacity were assumed). The impact of the Bicycle Lane Network (assuming that bicycle lanes on corridors not designated as enhanced networks would require a conversion of vehicle travel lanes) is analyzed as part of the proposed project in the. Transit Enhanced Network. The TEN consists of approximately 300 miles of streets that complement the region s existing and planned rail and busway system. The TEN has been refined through agency coordination, primarily with the Los Angeles County Transportation Authority, to reflect recent regional transit planning efforts. The TEN has been enhanced to include an additional 60 lane-miles (240 miles of streets were included in the original TEN). The City received many comments regarding the proposed Westwood Boulevard protected bicycle lane that was proposed in the Draft MP A majority of the commenters believed that adding a bicycle lane would create detrimental traffic for the neighborhood and local businesses. There were a few suggestions that the bike lane should be moved from Westwood Boulevard to residential streets or other parallel roadways. In consideration of the multiple transportation demands on Westwood Boulevard, now and in the future, and with the opening of Exposition Phase II, MP 2035 proposes to include Westwood Boulevard on the TEN while retaining existing short portions on the BEN (north of Santa Monica Boulevard to Le Conte Avenue). The TEN designation on Westwood Boulevard is proposed as a moderate enhancement which would not remove a vehicle travel lane. Remaining portions of Westwood Boulevard would retain their existing bicycle lanes. Recognizing that all bicyclists may not be comfortable riding on the portions of Westwood Boulevard without a protected bicycle lane, streets parallel to Westwood Boulevard on the NEN could provide an option for bicyclists who desire a calmer bicycling environment. No changes have been made to the Vehicle Enhanced Network (VEN). In addition, the Recirculated Draft EIR has been reformatted to more clearly present the project description and project impacts; each threshold is separately described and impacts assessed. The comments received on the Draft EIR will be responded to in the Final EIR. Therefore, if reviewers have the same comments as they had on the Draft EIR, they need not submit the same comments on the. This document assesses the potential significant environmental impacts, including significant unavoidable impacts and cumulative impacts, resulting from the implementation of the MP The analysis presented herein is programmatic in nature because detailed designs are not available for specific roadway cross sections. Where there is potential for a significant adverse impact, this report identifies mitigation measures that would either eliminate the impact or reduce the impact to the maximum extent feasible. This also identifies a reasonable range of alternatives to the proposed project that could reduce the impacts as compared to the project. taha

3 1.2 AUTHORIZATION AND FOCUS This has been prepared in accordance with State California Environmental Quality Act (CEQA) Guidelines, as amended to date and City of Los Angeles Guidelines for the implementation of the CEQA. This document evaluates the environmental effects that could result from implementation of the proposed project. The topic areas addressed in the are identified below. 1.3 LEAD AGENCY The Lead Agency for the proposed project is the City of Los Angeles Department of City Planning (DCP). The lead agency is the public agency which has the principal responsibility for carrying out or approving the project. The contact person for the City of Los Angeles DCP is: My La, Mobility Planner Los Angeles Department of City Planning 200 North Spring Street, Room 667, MS 395 (213) EIR ORGANIZATION 1.0 INTRODUCTION. This chapter contains an overview of the purpose and focus of the EIR, a discussion of the intended use of this EIR, a description of the organization of the EIR, and a discussion of the public review process and potential areas of controversy. 2.0 SUMMARY. This chapter provides a summary of the proposed projects, its potential environmental effects and mitigation measures, and a summary of the alternatives to the proposed projects evaluated in this EIR. 3.0 PROJECT DESCRIPTION. This chapter describes the project location, existing conditions, project objectives, project benefits and a description of the proposed projects. 4.0 ENVIRONMENTAL IMPACTS. This chapter contains the environmental setting, project analyses, mitigation measures, and conclusions regarding the level of significance after mitigation for each of the following environmental issues: 4.1 Transportation, Parking, and Safety 4.2 Land Use and Planning 4.3 Air Quality 4.4 Greenhouse Gas Emissions 4.5 Noise and Vibration 4.6 Biological Resources taha

4 5.0 ALTERNATIVES. This chapter provides an analysis of each of the alternatives to the proposed project. The contains three additional alternatives for a total of five alternatives to the proposed project. The alternatives considered for the proposed projects are: Alternative 1 No Project Alternative 2 Fewer Comprehensive Enhancements Alternative 3 Project without Bike Lanes and Fewer Miles of Transit Improvements (similar to the original project analyzed in Draft EIR) Alternative 4 Project with Priority Bike Lanes Only (in general those bike lanes that have been identified to be implemented in the short-term) Alternative 5 Increased Comprehensive Enhancements, Transit Only Lanes 6.0 OTHER CEQA CONSIDERATIONS. This chapter provides a discussion of (1) cumulative impacts, (2) the significant irreversible environmental changes that would result from implementation of the proposed project, (3) growth-inducing impacts of the proposed project, (4) significant environmental effects that cannot be avoided, and (5) environmental effects of the proposed project found to be less than significant. 7.0 LEAD AGENCY AND SOURCES CONSULTED. This chapter identifies the lead agency, consultants and the persons, public agencies, and organizations that were consulted or contributed and the references and sources used in the preparation of this. 1.5 PUBLIC REVIEW AND COMMENTS This is being circulated for a 45-day public review period (February 19 to April 6). Responsible and trustee agencies and the public are invited to comment in writing on the information contained in this document. Persons and agencies commenting are encouraged to provide information that they believe is missing from the and to identify where the information can be obtained. During the review period, the is available for general public review at the following locations: City Hall 200 N. Spring Street Exposition Park Library 3900 S. Western Avenue Los Angeles, CA North Hollywood Library 5211 Tujanga Avenue North Hollywood, CA Goldwyn-Hollywood Library 1623 N. Ivar Avenue Los Angeles, CA Van Nuys Civic Center Sylvan Street Van Nuys, CA San Pedro Library 931 S. Gaffey Street San Pedro, CA Mid-Valley Library Nordhoff Street North Hills, CA West Los Angeles Library Santa Monica Boulevard Los Angeles, CA Central Library 630 W. 5 th Street Los Angeles, CA Arroyo Seco Library 6145 N. Figueroa Street Los Angeles, CA West Valley Library Vanowen Street Reseda, CA Additionally, the can be downloaded or reviewed via the Internet at the Department of City Planning s website [ (click on Environmental and then Draft Environmental Impact Reports )]. The can be purchased on cd-rom for $7.50 per copy. Contact My La of the City of Los Angeles at for purchase. taha

5 Interested parties may provide written comments on the. Comments may be submitted electronically to My La at: Written comments on the must be received by 4:00 pm on March 30, 2015 and should be addressed to: My La Department of City Planning 200 N. Spring Street, Room 667, MS 395 Upon completion of the public review period, written responses to all comments on environmental issues discussed in the and raised by commenters will be prepared and incorporated into the Final EIR. These comments (together with comments received on the Draft EIR), and responses to all comments (submitted on both the Draft EIR and ), will be included in the Final EIR for consideration by the City of Los Angeles, as well as other public decision-makers. 1.6 AREAS OF CONTROVERSY/ISSUES TO BE RESOLVED Potential areas of controversy and issues to be resolved by the City s decision-makers include those environmental issue areas where the potential for an unavoidable and significant impact is identified. For this project, the following significant impacts are identified: transportation (increased traffic congestion in certain areas of the City, impacts to freeways and the Congestion Management Program, neighborhood intrusion, emergency access), noise from increased bus operations along certain routes, and the biological effects that could occur from improvements that widen streets within 200 feet of Significant Ecological Areas (SEAs), open space or undeveloped areas that contain native vegetation outside the current street rightof-ways, could remain significant after mitigation. Based on the Notice of Preparation (NOP) and Draft EIR comment letters, issues known to be of concern in the community include traffic and transportation, consistency with local plans, and coordination with other future projects that are to be developed in proximity to individual improvements included in the overall package of improvements that comprise the proposed project. There is a great deal of support for multimodal improvements in the City of Los Angeles; however, there is concern regarding the necessity to balance those improvements by minimizing the impact on surrounding land uses and the vehicular circulation system. taha

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