Citation preview
November 14, 2019
170
Community Development Department 455 North Rexford Drive, First
Floor
Beverly Hills, California 90210
prepared by
Rincon Consultants, Inc. 250 East 1st Street, Suite 1400 Los
Angeles, California 90012
October 2019
Community Development Department 455 North Rexford Drive, First
Floor
Beverly Hills, California 90210
250 East 1st Street, Suite 1400 Los Angeles, California 90012
October 2019
172
This report prepared on 50% recycled paper with 50% post-consumer
content.
173
4. Consistency Analysis
....................................................................................................
15
Table 2 Consistency with Zoning Ordinance Requirements
........................................... 17
Table 4 Trip Generation
..................................................................................................
20
Table 5 Significant Impact Threshold Signalized Intersections
....................................... 21
Table 7 Future (2020) + Project Intersection Level of Service
Analysis .......................... 22
Table 8 Neighborhood Street Impact Analysis Existing Conditions
................................ 24
Table 9 Neighborhood Street Impact Analysis Opening Year
......................................... 25
Table 10 Onsite Noise Measurement Results
...................................................................
30
Table 11 Typical Noise Levels at Construction Sites
......................................................... 32
Table 12 Vibration Source Levels for Construction Equipment
........................................ 33
Table 13 Estimated Operational Emissions
.......................................................................
36
Table 14 Estimated Construction Emissions
.....................................................................
37
Table 15 Consistency with 2016-2040 RTP/SCS
................................................................
39
Table 16 Estimated Construction Emissions of Greenhouse Gases
.................................. 42
Table 17 Combined Annual Emissions of Greenhouse Gases
........................................... 43
174
Figure 2 First Level Plan
......................................................................................................
5
Figure 3 Roof Level Plan
.....................................................................................................
6
Figure 4 Building Section 1
.................................................................................................
7
Figure 5 Building Section 2
.................................................................................................
8
Figure 6 Building Elevations: North and
South...................................................................
9
Figure 7 Building Elevations: East and West
....................................................................
10
Figure 8 Proposed Building Rendering – Aerial View looking
Northeast ......................... 11
Figure 9 Proposed Building Rendering - Street View on South Lasky
Drive looking Northeast
............................................................................................................
12
Figure 10 Photographs of the Project Site
.........................................................................
14
Figure 11 Noise Measurement Locations
...........................................................................
31
Appendices
Appendix B Historic Resources Assessment
Appendix C Historic Resources Assessment Peer Review
Appendix D Noise Measurement and Analyses Data
Appendix E Parking Impact Analysis
Appendix F Traffic Impact Analysis
Appendix G Traffic and Parking Impact Analysis Peer Review
175
Categorical Exemption Report
This report serves as the technical documentation of an
environmental analysis performed by Rincon Consultants, Inc. for
The Lasky Hotel Project (the “Project”) in the City of Beverly
Hills. The intent of the analysis is to document whether the
project is eligible for a Class 32 Categorical Exemption (CE). The
report provides an introduction, project description, and
evaluation of the project’s consistency with the requirements for a
Class 32 exemption. This includes an analysis of the project’s
potential impacts in the areas of biological resources, traffic,
air quality, noise, water quality, and historic resources. The
report concludes that the project is eligible for a Class 32
CE.
1. Introduction
The City of Beverly Hills proposes to adopt a Class 32 CE for a
proposed project at 140 South Lasky Drive. The State CEQA
Guidelines Section 15332 states that a CE is allowed when:
a. The project is consistent with the applicable general plan
designation and all applicable general plan policies as well as
with applicable zoning designation and regulations.
b. The proposed development occurs within city limits on a project
site of no more than five acres substantially surrounded by urban
uses.
c. The project site has no value as habitat for endangered, rare,
or threatened species.
d. Approval of the project would not result in any significant
effects relating to traffic, noise, air quality, or water
quality.
e. The site can be adequately served by all required utilities and
public services.
State CEQA Guidelines Section 15300.2 also states that a
categorical exemption “shall not be used for a project which may
cause a substantial adverse change in the significance of a
historical resource.”
Rincon Consultants, Inc. evaluated the project’s consistency with
the above requirements, including its potential impacts in the
areas of biological resources, traffic, noise, air quality, water
quality, and historic resources to confirm the project’s
eligibility for the Class 32 exemption.
2. Project Description
The project site is located at 140 South Lasky Drive in the City of
Beverly Hills, California. The site includes three parcels
identified as Assessor Parcel No. (APN) 4328-008-011, -012 and -013
that totals 18,380 square feet (sf) (0.422 acres). The site is
occupied by an existing three-story, 44 room boutique hotel (Maison
140 Hotel, or “Existing Hotel”) and associated surface parking
lot.
The proposed project would involve demolition of the Existing Hotel
(14,625 sf) and construction of a new boutique hotel. The proposed
hotel would be four stories above ground (45 feet in height) and
would consist of 66 guestrooms, a restaurant at ground-level,
unenclosed rooftop terrace with a pool, gymnasium and restrooms,
and three levels of underground parking. Table 1 shows the
characteristics of the proposed new building. Figure 1 shows the
location of the project site. Figure 2 and Figure 3 show the
proposed first and roof level plans, respectively. The proposed
four-story hotel building would have a net floor area of 36,760 sf,
not including parking and rooftop areas. The hotel building
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2
would have a total of 66 guestrooms and 1,845 sf of restaurant
space. Parking would be provided in three subterranean levels that
would include 94 spaces. Common open space would be provided within
a 2,033 sf first floor courtyard and a 6,355 sf rooftop pool and
terrace area, totaling 8,388 sf of open space. The project would
also include an approximately 1,905-sf enclosed gymnasium and
restroom area on the rooftop of the hotel building. Building
sections, elevations and renderings are depicted in Figure 4
through Figure 9, respectively.
Vehicular access to the subterranean garage would be provided from
South Lasky Drive. Access to the loading area located in the rear
of the hotel would be provided from the rear alley. Loading trucks
would enter the alley from Charleville Boulevard, located to the
south of the project site, and would exit the alley from South
Lasky Drive. One loading truck space and one van loading space
would be provided.
Table 1 Project Characteristics
Assessor’s Parcel Number (APN) 4328-008-011, -012, -013
Lot Area 18,380 sf (0.42 acres)
Existing uses
46 spaces
2,033 sf
6,355 sf
Vehicle Parking
Bicycle Parking
sf = square feet
1 The total floor area is calculated pursuant to Beverly Hills
Municipal Code (BHMC) §10-3-100 and does not include underground
levels for parking, parking spaces at or above the first story and
associated access routes -- see 10-3-100 “Floor Area” 6A (provided
that in commercial zones not less than the front 40’ of the ground
floor shall be devoted to retail, office, or financial uses and at
least one full level of parking below grade is provided), rooftop
areas, elevator and escalator shafts and elevator lobbies located
in parking areas or on rooftop, stair shafts, courts, mall areas,
machinery rooms, or space used or provided for publicly owned off
street parking facilities. 2 The applicant is requesting a 15%
reduction as part of the Conditional Use Permit (CUP) approvals
pursuant to BHMC § 10-3-2866 I.
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179
180
181
182
183
Source: Kollin Altomare Architects, 2019
184
Source: Kollin Altomare Architects, 2019
185
Source: Kollin Altomare Architects, 2019
186
12
Figure 9 Proposed Building Rendering - Street View on South Lasky
Drive looking Northeast
Source: Kollin Altomare Architects, 2019
187
Categorical Exemption Report 13
Construction would occur over approximately 24 months, occurring
between about June 2020 and June 2022. The project would require
20,480 cubic yards (CY) of excavated soil material for construction
of the subterranean parking garage. Of this soil, 505 CY would be
used as fill on-site and 19,975 CY would be exported to
construction and demolition (C&D) landfills. In addition, the
project would require 133 CY of import soil. Assuming a 10 CY
capacity per hauling truck for imported and exported soil, the
proposed project would involve approximately 2,011 round-trip
hauling truck trips.
3. Existing Site Conditions
The project site is a generally flat, rectangular lot located along
the east side of South Lasky Drive between Charleville Boulevard to
the south and South Santa Monica Boulevard to the north (see Figure
10 for photos of the project site). Vegetation on the project site
consists of ornamental landscaping, including ground cover and
shrubs, in small planter areas. Two ornamental trees are located on
the project site fronting South Lasky Drive. Additionally, two
ornamental street trees are located along the public right-of-way
fronting the project site. The project site is currently occupied
by the Maison 140 Hotel, a 3-story (33 feet in height) boutique
hotel that includes 14,625 gross sf of building area and 44 guest
rooms. As described in detail in the Historic Resources Assessment,
the hotel includes a brick veneer façade at its primary west
elevation and incorporates an American Colonial Revival style of
architecture (see Appendix B).
The project site also includes a surface parking with 46 parking
spaces. Vehicular access to the project site is currently provided
from two driveways located off South Lasky Drive, which includes
one ingress driveway and one ingress/egress driveway. Additionally,
an egress driveway is located at the rear of the project site that
provides access to the alley.
As shown in Figure 1, the project site is bordered by South Lasky
Drive to the west, an alley to the east, a one-story commercial
building with associated surface parking lot to the north, and a
three- story commercial building with associated surface parking to
the south. Land uses to the west of the project site (to the west
of South Lasky Drive) include the four-story Peninsula Beverly
Hills hotel and multi-family residential and commercial buildings.
Land uses to the east of the project site (to the east of the
alley) include multi-family and single-family residential buildings
and commercial and office buildings. Land uses north of the project
site (to the north of South Santa Monica and Wilshire Boulevards)
include commercial and office buildings. Land uses to the south
(south of Charleville Boulevard) include multi-family and
single-family residential buildings.
188
Figure 10 Photographs of the Project Site
View A: Looking east at the existing Maison 140 Hotel, from the
west side of South Lasky Drive.
View B: Looking northwest at the Maison 140 Hotel from the
alleyway.
189
Criterion (a)
The project is consistent with the applicable general plan
designation and all applicable general plan policies as well as
with applicable zoning designation and regulations.
Consistency with the applicable requirements of the City of Beverly
Hills Municipal Code (BHMC) for the C-3, Commercial Zone is
analyzed below and shown in Table 2.
Permitted Uses
According to the City of Beverly Hills General Plan Land Use Map,
the project site is designated for low density general commercial
uses. The project site is located with the C-3, Commercial zone.
Pursuant to BHMC Section 10-3-1604, the C-3 zone allows hotel uses
with approval of a Conditional Use Permit (CUP). The proposed hotel
would thus be consistent with the allowable uses of the project
site. The project applicant is requesting a CUP, pursuant to BHMC
Section 10-3-2862, to allow for a hotel development consistent with
a code-compliant project.
FAR and Height
The allowed FAR in the C-3 zone is 2.0:1. The proposed project
would have a floor area of 36,760 net sf at a total FAR of 2.0:1.
The allowable height for hotel uses in the C-3 Zone is 45’ (four
stories). The proposed project would be constructed at a height of
45’to the top of the roof deck (four stories). The additional
rooftop features consisting of the gymnasium and restrooms would be
constructed at a height of 13’, as measured from the roof deck.
Pursuant to BHMC Section 10-3-3107 A.1.b., these rooftop features
are allowed with a maximum height of 15’ from roof deck and are
exempt from the maximum 45’ building height requirement.
Setbacks
Pursuant to BHMC Section 10-3-1952 A, a six-foot building setback
is required when a non- residentially-zoned property abuts a
residentially-zoned property across from an alley. Additionally,
the City’s Street Master Plan requires the dedication of 2’-6” of
the rear of the property for future widening of the alley. The site
plan for the project shows that required 2’-6” alley dedication
will be provided to accommodate future widening of the alley.
Additionally, the new hotel building will provide the required 6’
setback at the rear of the property. This required rear setback is
measured from the adjusted rear property line, accounting for the
required alley dedication. No front or side yard setbacks are
required for the property. However, the proposed hotel building
will be constructed with a setback of 1’-6” along the north and
south sides of the property.
The eastern border to the rear of the project site abuts
residentially-zoned property across an alley that is developed with
multi-family residential housing. When a non-residentially-zoned
property abuts a residentially-zoned property across from an alley,
BHMC Section 10-3-1953 A requires the construction of a property
line wall that is 3’ in height to provide a buffer and transition
between uses. Openings to accommodate access to parking or loading
areas are allowable in the required property line wall.
The site plan for the Project shows the construction of the
required 3’ tall wall at the adjusted rear property line. The
proposed masonry wall will provide for two 25’ openings providing
access to the
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16
loading area located to the rear of the property and one 5’ opening
providing site egress from the building. The proposed project would
be constructed to conform to the required building setbacks and
provide for the required property line wall to provide a transition
between residential and nonresidential uses.
Parking and Loading
Pursuant to BHMC Sections 10-3-2730, 10-3-2866, and 10-3-3107
A.1.f., hotel, hotel restaurant dining, and rooftop gymnasium uses
are required to comply with the following parking standards:
Hotel Uses:
Hotel Restaurant Dining:
1 parking space per 45 sf of dining and bar floor area for the
first 9,000 sf, and 1 space per 65 sf of dining and bar floor area
in excess of 9,000 sf.
Rooftop Gymnasium:
2 parking spaces for a rooftop gymnasium.
Additionally, pursuant to BHMC Section 10-3-2866 I, the number of
parking spaces required may be reduced by not more than fifteen
percent (15%) where a finding is made in approval of the
conditional use permit that the hotel use will not generate a need
for the number of parking spaces required because of one or more of
the following: (a) the location of the hotel; (b) availability of
public transportation; or (c) proximity and concentration of
shopping to the hotel site.
Based on the parking standards provide in BHMC Sections 10-3-2730,
10-3-2866, and and 10-3-3107 A.1.f., the proposed project would be
required to provide a total of 109 parking spaces. As part of the
applicant’s request, the project is requesting a 15% reduction in
the amount of parking required for the project, pursuant to the
provisions in BHMC Section 10-3-2866 I, to reduce the amount of
required parking to 91 spacing spaces. However, a total of 94
parking spaces will be provided within a three- level subterranean
parking structure. Additionally, the proposed project would also
provide five - bicycle racks and lockers.
As discussed under Criterion D, Parking, and in the Parking Study
(see Appendix E), the proposed project meets the requirements of
the BHMC for a reduction in parking. Pursuant to the BHMC Section
10-3-2866.1, the project applicant is also requesting a reduction
of required loading spaces from three loading truck spaces to one
loading truck space and one loading van space.
Design and Landscaping
As shown in Figure 8 and Figure 9, the proposed project would
feature a stone facade with metal work accents, large windows, and
modern straight lines. Landscaping would be provided in the rear
setback to buffer the loading area and trash enclosure from the
alleyway. Landscaping would include drought tolerant plants. As
such, the proposed project would be consistent with BHMC Section
10-3-1954, which requires landscaping of setbacks for commercial
uses. Open space would total 8,388 sf, which would include 6,355 sf
of common open space on the rooftop terrace and pool deck and 2,033
sf within the first floor courtyard.
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BHMC Requirements Proposed Project
Height Lesser of 45 feet or 4 stories 45 feet at 4 stories
Floor Area Ratio
Side: 1’-6” (South Side)
Rear: 6’-0”
Parking 109 spaces 94 spaces1
1 As discussed under Criterion D, Parking, and in the Parking Study
(see Appendix E), the proposed project meets the requirements of
the BHMC for a reduction in parking.
Source: BHMC 2018
General Plan Consistency
The General Plan has several land-use policies that are relevant to
the proposed project, including those related to community
character and quality. Table 3 presents an evaluation of the
project’s consistency with applicable Beverly Hills General Plan
policies. As shown in Table 3 the proposed project would be
consistent with applicable General Plan policies.
Table 3 Consistency with Beverly Hills General Plan Policies
Policy Consistency
Maintain and enhance the character, distribution, built form,
scale, and aesthetic qualities of the City’s distinctive
residential neighborhoods, business districts, corridors, and open
spaces.
Consistency with General Plan:
Surrounding development consists of one- to four- story
multi-family residential buildings and one- to four-story hotel and
commercial buildings. The proposed four-story hotel building would
be similar in scale to surrounding development to the four-story
Peninsula Beverly Hills hotel, located west of the project site
across South Lasky Drive. The building would undergo architectural
review to ensure the facade is compatible with the surrounding
development. Building renderings, which are depicted in Figure 8
and Figure 9, show the architectural style of the proposed project.
The project would feature a stone façade, modern, clean lines, and
landscaping that would enhance the character of the project site
and would be compatible with the architectural style of the
area.
LU 2.4 – Architectural and Site Design.
Require that new construction and renovation of existing buildings
and properties exhibit a high level of excellence in site planning,
architectural design, building materials, use of sustainable design
and construction practices, landscaping, and
Consistency with General Plan:
The proposed project would exhibit a facade consisting of glass and
stone, as shown in Figure 8 and Figure 9. The project design is
required to undergo architectural review to ensure that the design
complements the
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Policy Consistency
amenities that contribute to the City’s distinctive image and
complement existing development.
existing development and exhibits excellence in planning, building
materials and sustainable design.
LU 2.10 – Development Transitions and Compatibility.
Require that sites and buildings be planned, located, and designed
to assure functional and visual transitions between areas of
differing uses and densities by addressing property and height
setbacks, window and entry placement, lighting, landscape buffers,
and service access.
Consistency with General Plan:
The building height of four stories above grade, architectural
treatment, and landscape buffers would complement the surrounding
development that consists of one- to four-story multi-family
residential buildings and one- to four-story hotel and commercial
buildings. The eastern elevation would feature landscaping and a
three-foot-high wall to ease the transition from residential uses
to the proposed hotel.
LU 9.1 – Uses for Diverse Customers.
Accommodate retail, office, entertainment, dining, hotel, and
visitor serving uses that support the needs of local residents,
attract customers from the region, and provide a quality experience
for national and international tourists.
Consistency with General Plan:
The proposed project involves a hotel and restaurant that support
the needs of local residents and attract customers from the
region.
LU 11.2 – Site Planning and Architectural Design.
Require that commercial and office properties and buildings are
planned and designed to exhibit a high level of site and
architectural design quality and excellence.
Consistency with General Plan:
The proposed project would exhibit quality site and architectural
design. The exterior of the building would consist of landscaping,
a stone façade with glass windows. The rear of the building would
have landscaping and a wall to ease the transition to the adjacent
residential uses.
LU 12.2 – Building, Parking Structure, and Site Design.
Require that buildings, parking structures, and properties in
commercial and office districts be designed to assure compatibility
with abutting residential neighborhoods, incorporating such
elements as setbacks, transitional building heights and bulk,
architectural treatment of all elevations, landscape buffers,
enclosure of storage facilities, air conditioning, and other
utilities, walls and fences, and non- glare external
lighting.
Consistency with General Plan:
The proposed building, subterranean parking, and site design would
be compatible with abutting one- to four- story residential
buildings in the project vicinity. The building height of four
stories above grade, architectural treatment, and landscape buffers
would complement the surrounding development. The eastern elevation
would feature landscaping and a three-foot high wall to ease the
transition from residential uses to the proposed hotel.
LU 12.3 – Alleys Between Commercial and Residential Uses.
Encourage that alleys be attractively designed as a transition
between retail and office districts and residential neighborhoods,
using features such as quality paving materials, landscaping, low
voltage lighting and high-quality maintenance to assure that such
alleys are attractive, and kept free of trash and debris.
Consistency with General Plan:
The project site has an alley on the east end separating commercial
and residential uses. The project would enhance the transition
between the commercial use and the adjacent residential area with
landscaping on the project site along the alley frontage separating
the loading zone. A three-foot-high block wall would further
enhance the transition between the loading zone and building and
the alley.
The proposed project would be consistent with applicable General
Plan land use designation, General Plan policies, zoning
designation, and regulations, including the CUP required for the
requested reduction in parking.
Criterion (b)
The proposed development occurs within the city limits on a project
site of no more than five acres substantially surrounded by urban
uses.
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Categorical Exemption Report 19
The proposed development would occur within the City limits of
Beverly Hills on a project site of less than five acres
substantially surrounded by urban uses. As shown in Figure 1 the
project site is located on a 0.42-acre parcel in a developed urban
neighborhood. It is immediately surrounded by urban uses on all
sides, including multi-family residences and commercial uses.
Photos documenting the urban character of the project site and
surrounding area are provided in Figure 10. Refer also to Section
2, Project Description, subheading Existing Site Conditions.
Criterion (c)
The project site has no value as habitat for endangered, rare, or
threatened species.
The project site is located in a developed urban area that lacks
habitat that would be suitable for sensitive animal or plant
species. In addition, the project site itself is occupied by an
existing boutique hotel and surface parking. As previously
discussed, under Existing Site Conditions, the project site
contains ornamental vegetation in planter areas and two ornamental
trees. This vegetation does not provide habitat for sensitive
species due to its small size, lack of native vegetation, and
highly urban context. However, trees on or bordering the project
site could provide nesting habitat for a variety of bird species
that are afforded protection under the federal Migratory Bird
Treaty Act (MBTA – 16 United State Code Section 703-711) and
Section 3503 of the California Fish and Game Code (CFGC). The
proposed project has the potential to impact migratory and other
bird species if construction activities occur during the nesting
season, which is typically February 15 through September 15.
Construction-related disturbances could result in nest abandonment
or premature fledging of the young. To avoid disturbance of
protected species, the construction team will engage with a
certified avian biologist to observe activity during the nesting
season that may impact vegetation in the vicinity. If active nests
are to be discovered a buffer area would be indicated and
maintained to not disturb within this dedicated boundary
area.
Criterion (d)
Approval of the project would not result in any significant effects
relating to traffic, noise, air quality, or water quality.
The following discussion provides an analysis of the project’s
potential effects with respect to traffic, noise, air quality and
greenhouse gas emissions, and water quality.
A. Traffic
Trip Generation
Kimley Horn prepared the Traffic Impact Analysis (TIA) (March 2019)
and Parking Study (March 2019) for the proposed project (see
Appendix E and F). Additionally, Fehr and Peers performed a Peer
Review of both the TIA and Parking Study (See Appendix G).
Daily, morning peak hour, evening peak hour, and Saturday peak hour
trips for the proposed project were calculated using the trip
generation rates published in the Institute of Transportation
Engineers (ITE) Trip Generation Manual, 10th Edition (2017). Trip
rates are based on ITE Land Use Category 310 –Hotel. The project
takes into consideration trip credit for the Existing Hotel land
use. As shown in Table 4, the project is estimated to generate a
net total of 184 daily trips, including 11 morning peak hour trips
and 13 evening peak hour trips, and 16 peak hour Saturday
trips.
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AM Trip Rate Per
Proposed Hotel
Total Net New Trips 184 11 13 16
1 Trip generation for restaurant uses is reflected in the typical
ITE hotel rate.
Source: Kimley Horn, 2019 (See Appendix F).
Analysis Methodology
Analysis Scenarios
The TIA provides an evaluation of morning and evening peak hour
operations during the morning (7:00 to 9:00 AM) and evening (4:00
to 6:00 PM) peak periods. Additionally, a Saturday peak period hour
condition was included. The following scenarios were
evaluated:
Existing Conditions
The following study intersections have been included in the
analysis:
1. South Santa Monica Boulevard at Charleville Boulevard
2. Charleville Boulevard at Durant Drive
3. Charleville Boulevard at South Lasky Drive
Intersection Analysis Methodology
SIGNALIZED INTERSECTIONS
In accordance with the City of Beverly Hills requirements,
signalized intersection operation is evaluated using the
Intersection Capacity Utilization (ICU) methodology, which provides
a comparison of the theoretical hourly vehicular capacity of an
intersection to the number of vehicles actually passing through
that intersection during the peak hour. The results of the
evaluation are reported in terms of a volume-to-capacity (V/C)
ratio, which corresponds to a Level of Service (LOS). Level of
Service is represented by letter grades A through F, with LOS A
representing free-flow conditions, and LOS F representing
congested, over-capacity conditions.
UNSIGNALIZED INTERSECTIONS
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Categorical Exemption Report 21
seconds per vehicle) for each approach. Just as with the
Intersection Capacity Utilization (ICU) methodology, the HCM delay
forecast translates to a Level of Service designation, ranging from
LOS A to LOS F. The descriptions of operating conditions for each
LOS are very similar to the LOS descriptions for signalized
intersections.
SIGNIFICANCE THRESHOLDS
A project impact would be significant at a signalized study
intersection if the project-related increase in the V/C ratio
equals or exceeds the thresholds shown in Table 5.
Table 5 Significant Impact Threshold Signalized Intersections
Final LOS Project V/C Increase
F 0.02 or more
E 0.02 or more
LOS = Level of Service
V/C = Volume to Capacity
Additionally, a project impact would be significant at an
unsignalized study intersection as follows:
At intersections operating at LOS F, an increase in critical
approach delay of 3.0 seconds or more. At intersections operating
at LOS E, an increase in critical approach delay of 3.0 seconds or
more. At intersections operating at LOS D, an increase in critical
approach delay of 4.0 seconds or more.
EXISTING PLUS PROJECT CONDITIONS
Project-related trips were added to existing traffic volumes to
forecast Existing Plus Project Conditions. Traffic volumes for this
scenario are shown in Figure 5 of the TIA (see Appendix F). A
summary of the resulting intersection LOS is provided on Table
6.
FUTURE PLUS PROJECT CONDITIONS
As shown in Table 6, all study intersections would operate at LOS B
or better in Existing Plus Project Conditions. Ambient traffic
growth at a rate of 1% per year and traffic from Cumulative
Projects were added to Existing Conditions to establish Opening
Year 2020 Without Project Conditions. Under Opening Year 2020
Without Project Conditions, all study intersections would operate
at acceptable LOS. Project traffic was added to Opening Year 2020
Without Project Conditions to establish Opening Year 2020 With
Project Conditions. Under Opening Year 2020 With Project
Conditions, all study intersections would continue to operate at
acceptable LOS.
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Table 6 Existing (2018) + Project Intersection Level of Service
Analysis
No. Intersection Peak Hour
Existing (2018) Existing (2018)
AM 0.691 B 0.692 B 0.001 No
PM 0.650 B 0.654 B 0.004 No
Saturday 0.501 A 0.502 A 0.001 No
2 Charleville Boulevard at Durant Drive
AM 10.8 B 10.9 B 0.1 No
PM 9.3 A 9.4 A 0.1 No
Saturday 7.9 A 8.0 A 0.1 No
3 Charleville Boulevard at South Lasky Drive
AM 10.8 B 10.9 B 0.1 No
PM 11.3 B 11.4 B 0.1 No
Saturday 8.6 A 8.7 A 0.1 No
Notes:
- For signalized intersections, intersection operation is expressed
in V/C ratio using the ICU methodology.
- For all-way stop control intersections, LOS is expressed in
average seconds of delay per peak hour vehicle, based on the
methodology outlined in the 2010 Highway Capacity Manual.
Source: Kimley Horn, 2019 (See Appendix F).
Table 7 Future (2020) + Project Intersection Level of Service
Analysis
No. Intersection Peak Hour
Future (2020) Future (2020)
AM 0.807 D 0.809 D 0.002 No
PM 0.865 D 0.869 D 0.004 No
Saturday 0.708 C 0.712 C 0.004 No
2 Charleville Boulevard at Durant Drive
AM 11.0 B 11.1 B 0.1 No
PM 9.4 A 9.5 A 0.1 No
Saturday 8.0 A 8.0 A 0.0 No
3 Charleville Boulevard at South Lasky Drive
AM 11.1 B 11.2 B 0.1 No
PM 11.6 B 11.7 B 0.1 No
Saturday 8.7 A 8.7 A 0.0 No
Notes:
- For signalized intersections, intersection operation is expressed
in V/C ratio using the ICU methodology.
- For all-way stop control intersections, LOS is expressed in
average seconds of delay per peak hour vehicle, based on the
methodology outlined in the 2010 Highway Capacity Manual.
Source: Kimley Horn, 2019 (See Appendix F).
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Categorical Exemption Report 23
NEIGHBORHOOD STREET IMPACT ANALYSIS
The following street segments were included in the neighborhood
street impact analysis:
1. South Lasky Drive between South Santa Monica Boulevard and
Charleville Boulevard
2. Charleville Boulevard between South Santa Monica Boulevard and
Durant Drive
3. Charleville Boulevard between Durant Drive and South Lasky
Drive
4. Durant Drive between South Lasky Drive and Charleville
Boulevard
As indicated by the City of Beverly Hills, the project would cause
a significant impact on a local street if the following thresholds
are exceeded:
For a street segment with an Average Daily Traffic (ADT) of less
than 2,000 vehicles per day, a significant impact is defined when
the project increases the ADT by 16%, or if the project increases
peak hour volumes by 16%, or both.
For a street segment with an ADT of greater than 2,001 vehicles per
day, but less than 4,000 vehicles per day, a significant impact is
defined when the project increases the ADT by 12%, or if the
project increases peak hour volumes by 12%, or both.
For a street segment with an ADT of greater than 4,001 vehicles per
day, but less than 6,750 vehicles per day, a significant impact is
defined when the project increases the ADT by 8%, or if the project
increases peak hour volumes by 8%, or both.
For a street segment with an ADT of greater than 6,750 vehicles per
day, a significant impact is defined when the project increases the
ADT by 6.25%, or if the project increases peak hour volumes by
6.25%, or both.
Daily and peak hour traffic volumes for the existing and future
conditions are summarized in Table 8 and Table 9. As shown, there
are no significant impacts to the neighborhood streets in any study
scenario.
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Intersection #
1
South Lasky Drive between South Santa Monica Boulevard and
Charleville Boulevard
2,554 133 2,687 4.9% 12% No
2
Charleville Boulevard between South Santa Monica Boulevard and
Durant Drive
4,324 133 4,457 3.0% 8% No
3 Charleville Boulevard between Durant Drive and South Lasky
Drive
5,356 133 5,489 2.4% 8% No
4 Durant Drive between South Lasky Drive and Charleville
Boulevard
695 0 695 0.0% 16% No
Daily Saturday
1
South Lasky Drive between South Santa Monica Boulevard and
Charleville Boulevard
1,823 106 1,929 5.5% 16% No
2
Charleville Boulevard between South Santa Monica Boulevard and
Durant Drive
2,523 106 2,629 4.0% 12% No
3 Charleville Boulevard between Durant Drive and South Lasky
Drive
2,548 106 2,654 4.0% 12% No
4 Durant Drive between South Lasky Drive and Charleville
Boulevard
436 0 436 0.0% 16% No
Peak Hour Weekday
1
South Lasky Drive between South Santa Monica Boulevard and
Charleville Boulevard
227 11 238 4.6% 16% No
2
Charleville Boulevard between South Santa Monica Boulevard and
Durant Drive
375 11 386 2.8% 16% No
3 Charleville Boulevard between Durant Drive and South Lasky
Drive
510 11 521 2.1% 16% No
4 Durant Drive between South Lasky Drive and Charleville
Boulevard
79 0 79 0.0% 16% No
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1
South Lasky Drive between South Santa Monica Boulevard and
Charleville Boulevard
171 13 184 7.1% 16% No
2
Charleville Boulevard between South Santa Monica Boulevard and
Durant Drive
231 13 244 5.3% 16% No
3 Charleville Boulevard between Durant Drive and South Lasky
Drive
225 13 238 5.5% 16% No
4 Durant Drive between South Lasky Drive and Charleville
Boulevard
41 0 41 0.0% 16% No
Source: Kimley Horn, 2019 (See Appendix F).
Table 9 Neighborhood Street Impact Analysis Opening Year
Int. #
1
South Lasky Drive between South Santa Monica Boulevard and
Charleville Boulevard
2,631 133 2,764 4.8% 12% No
2
Charleville Boulevard between South Santa Monica Boulevard and
Durant Drive
4,455 133 4,588 2.9% 8% No
3 Charleville Boulevard between Durant Drive and South Lasky
Drive
5,518 133 5,651 2.4% 8% No
4 Durant Drive between South Lasky Drive and Charleville
Boulevard
716 0 716 0.0% 16% No
Daily Saturday
1
South Lasky Drive between South Santa Monica Boulevard and
Charleville Boulevard
1,878 106 1,984 5.3% 16% No
2
Charleville Boulevard between South Santa Monica Boulevard and
Durant Drive
2,599 106 2,705 3.9% 12% No
3 Charleville Boulevard between Durant Drive and South Lasky
Drive
2,625 106 2,731 3.9% 12% No
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4 Durant Drive between South Lasky Drive and Charleville
Boulevard
449 0 449 0.0% 16% No
Peak Hour Weekday
1
South Lasky Drive between South Santa Monica Boulevard and
Charleville Boulevard
234 11 245 4.5% 16% No
2
Charleville Boulevard between South Santa Monica Boulevard and
Durant Drive
386 11 397 2.8% 16% No
3 Charleville Boulevard between Durant Drive and South Lasky
Drive
525 11 536 2.1% 16% No
4 Durant Drive between South Lasky Drive and Charleville
Boulevard
81 0 81 0.0% 16% No
Peak Hour Saturday
1
South Lasky Drive between South Santa Monica Boulevard and
Charleville Boulevard
176 13 189 6.9% 16% No
2
Charleville Boulevard between South Santa Monica Boulevard and
Durant Drive
238 13 251 5.2% 16% No
3 Charleville Boulevard between Durant Drive and South Lasky
Drive
232 13 245 5.3% 16% No
4 Durant Drive between South Lasky Drive and Charleville
Boulevard
42 0 42 0.0% 16% No
Source: Kimley Horn, 2019 (See Appendix F).
Parking
A parking Study was conducted to determine the project site’s
compliance with City parking standards (Parking Study) (Kimley Horn
2019a, see also Appendix E). The City’s parking standards, pursuant
to BHMC Section 10-3-2730, require hotel and hotel restaurant
dining uses to comply with the following:
Hotel Uses:
Hotel Restaurant Dining:
1 parking space per 45 sf of dining and bar floor area for the
first 9,000 sf, and 1 space per 65 sf of dining and bar floor area
in excess of 9,000 sf.
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2 parking spaces for a rooftop gymnasium.
As discussed in the Parking Study, the proposed project would have
a parking requirement of 107 parking spaces per the City’s
requirements. Additionally, the proposed rooftop gymnasium would
increase the required parking by 2 spaces, for a total of 109
spaces. The project site plan shows a parking supply of 94 spaces,
resulting in a parking deficiency of 15 parking spaces, which
represents a reduction of 13.7% from the parking requirement.
However, pursuant to BHMC Section 10-3-2866 I, the number of
parking spaces required by the City’s parking standards may be
reduced by not more than 15% where a finding is made in approval of
the conditional use permit that the hotel use will not generate a
need for the number of parking spaces required because of one or
more of the following: (a) the location of the hotel; (b)
availability of public transportation; or (c) proximity and
concentration of shopping to the hotel site.
As discussed in the Parking Study, parking observations at two
similar hotel locations in Beverly Hills indicate that the actual
peak parking demands are much lower than the parking required by
the BHMC. In reviewing data collected at the two sample hotel
locations, and determining parking occupancy rates based on each
respective hotel’s building characteristics, a parking rate that is
more indicative of real world conditions can be calculated and
applied to the proposed project. By applying this rate to the
proposed project, a total of 80 parking spaces would be required.
This would be 14 fewer spaces than the 94 proposed spaces. As such,
a 15% reduction from the 109 required parking spaces (or 91 parking
spaces) would still be less than actual parking demand experienced
at similar locations.
Furthermore, the project site is located within half a mile from
large retail areas to the northeast of the project site. Downtown
Beverly Hills is walking distance from The Lasky Hotel. As
concluded in the Parking Study, synergies in parking demand from
hotel patrons and from shopping in the nearby areas would be
expected and would contribute to a lowered need for parking on
site. With adequate parking on site, there is no potential for
impacts in the surrounding neighborhoods from spill-over parking or
cars circulating while seeking parking.
Site Access
The proposed project would include two driveways off South Lasky
Drive. Both driveways would be located under the porte-cochere,
immediately in front of the proposed hotel building. The southern
driveway would only allow inbound movements, while the northern
driveway would only allow egress movements. Therefore, vehicles
would circulate in and out of the project site in a
counter-clockwise manner. Once on-site, parking would be provided
via an underground parking facility, which would be exclusive to
valet. A separate access would also be provided via an alley behind
the hotel. Service trucks would utilize this entrance and access
the alley by turning off Charleville Boulevard. Moreover, the alley
could be accessed via South Lasky Drive. The proposed project would
not result in inadequate emergency access or introduce any design
features or incompatible uses, such as sharp curves or dangerous
intersections, which would substantially increase hazards at the
site.
Construction Traffic
Construction traffic impacts could be significant if the project
would create a prolonged impact due to lane closure; impede
emergency vehicle access; create traffic hazards to bicycles and/or
pedestrians; or result in similar substantial impediments to
circulation or safety.
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28
It is anticipated that the construction vehicles, haul trucks, and
construction workers would travel north along South Lasky Drive to
Santa Monica Boulevard or Wilshire Boulevard, which are approved
heavy haul routes (Beverly Hills 2019). As stated in the Project
Description, construction of the project would involve
approximately 2,011 round-trip hauling trips during the grading
phase. According to the applicant-provided construction schedule,
the proposed 24-month construction schedule would be roughly as
follows: one and a half months for demolition, two and a half
months for site preparation, one month for grading, 17 months of
building construction, and two months for paving and architectural
coating. Thus, over approximately 108 days during the site
preparation and grading phase, there would be approximately 19
round-trip haul trips per day. Assuming that haul trips are spread
out over a 10-hour construction day (8:00 AM to 6:00 PM in
accordance with the BHMC), an estimated two trips would generally
occur per hour. If only two trucks traveled to or from the project
site in any given hour, construction trucks would not significantly
disrupt the flow of traffic on surrounding roadways, including
Santa Monica Boulevard and South Lasky Drive.
The proposed project would not involve road closures that would
significantly affect emergency vehicle access or create significant
hazards to bicycles and pedestrians.
The total number of construction trips would generally be staggered
throughout the day, with most trips occurring during off-peak
hours.
To reduce temporary disruptions on the adjacent roadway network due
to construction activities, the project would be subject to the
standard City of Beverly Hills condition of approval requiring
preparation and approval of a Construction Management Plan prior to
the initiation of construction activities. This plan would address
the following items:
Maintain existing access for land uses in proximity of the project
site during project construction
Schedule deliveries and hauling of construction materials to
non-peak travel periods, including night hours and weekends
Coordinate deliveries and hauling to reduce the potential of trucks
waiting to load or unload for extended periods of time
Minimize obstruction of through traffic lanes
Meet the requirements of the Community Development and Public Works
Departments with respect to construction scheduling and
coordination with other construction near the project site, heavy
hauling and material delivery routing, types of trucks, use
limitations per hour, hours of operations, traffic plan submission
for different stages, pedestrian and vehicular access, street use
permit process, daily street cleanliness and maintenance and safety
after work, and parking management for construction workers.
In order to comply with BHMC 9-1-109(c), on-street parking of
construction-related vehicles shall not be permitted, unless
otherwise approved by the building official as part of the review
of a construction management plan. Similarly, on-street
construction parking shall not extend beyond the street width of
the property. The maximum number of construction parking spaces
would be identified, and the applicant would be required to
accommodate any additional parking either at the project site or at
a nearby site from which workers would be transported to the site.
With the provision of such parking, it is anticipated that for
workers traveling to the project site there would be sufficient
on-site access.
Based on the above and the fact that construction traffic impacts
are temporary in nature and would have no effect on traffic and
circulation beyond the construction period, construction-related
traffic impacts would not be significant.
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Conclusion
Based on the assessment of traffic impacts and site access above,
there would be no significant impacts related to traffic.
B. Noise
Noise Characteristics and Measurement
Noise level (or volume) is generally measured in decibels (dB)
using the A-weighted sound pressure level (dBA). The A-weighting
scale is an adjustment to the actual sound power levels to be
consistent with that of human hearing response, which is most
sensitive to frequencies around 4,000 Hertz (about the highest note
on a piano) and less sensitive to low frequencies (below 100
Hertz).
One of the most frequently used noise metrics that considers
duration as well as sound power level is the equivalent noise level
(Leq). The Leq is defined as the steady A-weighted level that is
equivalent to the same amount of energy as that contained in the
actual varying levels over a period of time (essentially, Leq is
the average sound level).
Noise Standards
The City of Beverly Hills’ General Plan incorporates comprehensive
goals, policies, and actions related to noise and acceptable noise
levels. These policies address unnecessary, excessive, and annoying
noise levels and sources, such as vehicles, construction, special
sources (e.g., radios, musical instrument, animals) and stationary
sources (e.g., heating and cooling systems, mechanical
rooms).
For noise, impacts would be significant if project-generated noise
levels that result in the exposure of sensitive receptors to a
substantial increase in noise. Noise level increases of 3 dBA or
more are considered barely perceptible, a 5-dBA increase would be
considered a readily noticeable increase, and a 10-dBA increase
would be a doubling of the noise level. It would require a doubling
of traffic volume to generate a 3-dBA increase in roadway traffic
noise. For purposes of assessment, the following thresholds are
utilized to determine the significance of noise impacts:
A substantial increase in long-term noise levels is a 3 dBA
increase if noise levels at an affected land use exceed the City’s
clearly compatible noise level standard, or
A 5 dBA increase if the existing and future noise levels would be
below the City’s clearly compatible noise level standard.
A substantial short-term increase in noise levels would be a 10-dBA
increase.
Impacts relating to on-site activities are significant when
project-related activities create noise exceeding the previously
listed standards as identified for the project. The proposed hotel
would replace an Existing Hotel building on a site that is zoned
for commercial use and designated for low density general
commercial use. The nearest sensitive receptors to the project site
are the multi- family residences located 15 feet east of the
project site across an alley, and the Peninsula Beverly Hills hotel
located approximately 75 feet west of the project site across South
Lasky Drive.
Existing Ambient Noise Levels
The primary source of noise in the vicinity of the project site is
motor vehicle traffic, including automobiles, trucks, buses, and
motorcycles. Among area roadways, South Lasky Drive, Santa Monica
Boulevard, and Charleville Boulevard produce traffic noise at the
site. While typical conversation noise
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30
may occur at nearby hotel and residential properties, it would be
sporadic and limited in volume, thus, traffic is the main
contributor to existing ambient noise levels.
To determine existing noise levels on the project site, two
15-minute noise measurements were taken on the project site during
evening peak traffic hours between 4:00 PM and 5:00 PM on January
23, 2019, using an Extech 407780A ANSI Type 2, A-weighted
integrating sound level meter five feet above ground level.
The first noise measurement was located along the eastern boundary
of the site by an alley. The second noise measurement was located
along the western boundary of the project site on South Lasky
Drive. Figure 11 shows the on-site noise measurement locations, and
Table 10 identifies the measured noise levels. As shown in Table
10, noise levels were measured at 56.5 dBA Leq by the alley and
60.7 dBA Leq along South Lasky Drive.
Table 10 Onsite Noise Measurement Results
Measurement Number Measurement Location Primary Noise Sources
Sample Time Leq (dBA)
1 Alley behind project site Traffic on South Lasky Drive
4:15 PM – 4:30 PM
Traffic on South Lasky Drive
4:36 PM – 4:51 PM
60.7
Source: Field visit on January 23, 2019, using an Extech 407780A
ANSI Type II Integrating sound level meter.
Refer to Appendix D for noise monitoring data sheets.
Construction Noise
Temporary noise levels caused by construction activity would be a
function of the noise generated by construction equipment, the
location and sensitivity of nearby land uses, and the timing and
duration of noise-generating activities. The demolition, site
preparation, and grading phases of construction tend to create the
highest noise levels because of the operation of heavy equipment.
Typical heavy construction equipment would include tractors,
bulldozers, excavators, front-end loaders, graders, and stationary
equipment, such as compressors and generators.
Construction noise was estimated using the Federal Highway
Administration (FHWA) Roadway Construction Noise Model (RCNM)
Version 1.1. To determine construction noise impacts, noise was
modeled at the nearest noise-sensitive receptors, which include
multi-family residences adjacent to the eastern boundary of the
site, and the Peninsula Beverly Hills hotel and additional
multi-family residences across South Lasky Drive to the east. For
assessment purposes and to be conservative, the loudest phases have
been used for this assessment, which are demolition and grading.
Noise levels are based on a dozer, an excavator, and a loader
operating simultaneously. It is assumed that diesel engines would
power all construction equipment. Table 11 shows the pieces of
equipment assumed to generate the highest noise levels (dBA, Leq)
during construction at a distance of 75 feet from the center of the
construction activity.
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206
Construction Equipment Leq, dBA
See Appendix D for RCNM data sheets and assumptions.
A significant impact would occur if construction activities
occurring on the project site would result in a temporary increase
of 10 dBA above the ambient level outside the hours permitted by
the City’s noise ordinance (i.e., between the hours of 6:00 PM and
8:00 AM on weekdays, or at any time on Saturday, Sunday, or a
public holiday), pursuant to BHMC Section 5-1-205. Further,
construction work within 500 feet of a residential zone is
prohibited on Saturdays. While construction noise may cause
short-term annoyance to adjacent residences, it would be temporary
and restricted to the hours permitted by the city’s noise
ordinance. Therefore, impacts due to construction noise would be
less than significant.
Construction Vibration
Groundborne vibration consists of oscillatory waves that propagate
from the source through the ground to adjacent structures. The
frequency of a vibrating object describes how rapidly it is
oscillating. The number of cycles per second of oscillation is the
vibration frequency, which is described in terms of hertz (Hz). The
normal frequency range of most groundborne vibration that can be
felt generally starts from a low frequency of less than 1 Hz to a
high of about 200 Hz (Crocker 2007). While people have varying
sensitivities to vibrations at different frequencies, in general
they are most sensitive to low-frequency vibration. Vibration in
buildings from construction activities may cause rattling of
windows, items on shelves, and pictures hanging on walls. Vibration
of building components can also take the form of an audible
low-frequency rumbling noise, which is referred to as groundborne
noise (FTA 2018). Although groundborne vibration is sometimes
noticeable in outdoor environments, it is almost never annoying to
people who are outdoors (FTA 2018). The ground motion caused by
vibration in this analysis is measured as root mean squared
velocity in inches per second and is referenced as vibration
decibels (VdB).
The vibration velocity level threshold of perception for humans is
approximately 65 VdB. A vibration velocity of 75 VdB is the
approximate dividing line between barely perceptible and distinctly
perceptible levels for many people. Most perceptible indoor
vibration is caused by sources within buildings such as operation
of mechanical equipment, movement of people, or the slamming of
doors. Typical outdoor sources of perceptible groundborne vibration
are construction equipment, steel wheeled trains, and traffic on
rough roads. If a roadway is smooth, the groundborne vibration from
traffic is barely perceptible. Based on the vibration criteria in
the FTA Transit Noise and Vibration Assessment (2018), construction
vibration impacts would be significant if vibration levels exceed
100 VdB and cause structural damage to typical buildings, 75 VdB at
institutional land uses with primary daytime use (e.g., churches
and schools), or 72 VdB at residences during nighttime hours.
Construction activities that would occur on the project site have
the potential to generate groundborne vibration. Construction
activities would occur as close as 25 feet from multi-family
residences to the east and 75 feet from the Peninsula Beverly Hills
hotel. Table 12 identifies various vibration velocity levels at 25
feet and 75 feet for the types of equipment that are likely to
operate at the project site during construction.
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Equipment
Small Bulldozer 58 43
Source: Federal Transit Administration (FTA), 2018. Transit Noise
and Vibration Impact Assessment Manual Table 7-4.1 See Appendix D
for vibration calculations at a distance of 75 feet using FTA
reference vibration levels at 25 feet.
Based on the information presented in Table 12, vibration levels
could be up to about 87 VdB at the existing multi-residences
located east of the site. Therefore, construction vibration would
not exceed the 100 VdB threshold for structural damage to off-site
receptors. Though vibration levels may exceed 72 VdB at nearby
sensitive receptors, construction activities would be limited to
daytime hours between 8:00 AM to 6:00 PM Monday through Friday per
BHMC Section 5-1-205. Therefore, vibration levels would not affect
residents during sleep hours. Because construction vibration would
be temporary and limited to daytime hours, impacts would be less
than significant.
Operational Noise
Existing uses near the project site may periodically be subject to
noise associated with operation of the proposed project, including
noise that is typical of hotel development such as conversations,
music, trash hauling, deliveries, rooftop pool and gymnasium use,
and noise associated with rooftop ventilation and heating systems.
However, noise from the proposed project would be comparable to
noise currently generated by the existing on-site hotel. The
proposed project’s rooftop uses, including the roof terrace pool
deck would be new noise-generating sources at the site and may
potentially be heard at adjacent residences. However, as shown in
Figure 3 and Figure 8, direct line-of-sight between the rooftop
pool deck and the nearest multi-family residences east of the alley
would be obstructed by the enclosed stairwell, elevator shaft,
mechanical equipment, and rooftop gymnasium which would serve as
barriers to reduce noise from conversations and pool use. Although
the project would also include a rooftop gymnasium, all fitness
activities would occur indoors and noise generated from gymnasium
use would be contained within the building.
Furthermore, BHMC Section 10-3-2703 prohibits the playing amplified
sound and prerecorded music outdoors, outside of the Business
Triangle area. The Business Triangle is comprised of that area of
the City of Beverly Hills that is bounded by the centerline of
Wilshire Boulevard to the south, the centerline of Santa Monica
Boulevard (south roadway) to the north and west, and the centerline
of the alley between Canon Drive and Crescent Drive to the east.
The subject property at 140 South Lasky Drive is not located with
the Business Triangle and any music or similar amplified sound is
restricted to occurring within the building. Therefore, outdoor
noise at the rooftop, such as from conversations, fitness
activities, and pool use, would not substantially contribute to
average ambient noise levels and would be similar to noise from
nearby multi-family residences and the Peninsula Beverly Hills
hotel, which also has a rooftop pool.
The proposed project would also generate traffic noise from
vehicles traveling to and from the project site. As shown in Table
4, the proposed project would generate approximately 552 daily
trips, with 31 AM peak hour trips, 39 PM peak hour trips, and 48
Saturday PM peak hour trips. However, in comparison with the
Existing Hotel, the project would generate 184 net new daily trips.
South Lasky
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34
Drive has an existing volume of 2,554 vehicles (Kimley Horn 2019b;
See Appendix F). Vehicular access to the subterranean garage would
be provided from South Lasky Drive. Assuming that all vehicle trips
associated with the proposed project would occur on South Lasky
Drive between South Santa Monica Boulevard and Charleville
Boulevard, the estimated net gain of 184 daily trips would
represent an increase of less than 1 dBA over the existing noise
levels. Therefore, the minimal amount of traffic generated by the
proposed project relative to existing traffic volumes on local
roadways would not result in a 3-dBA perceptible increase in
roadway noise.
Based on the preceding analysis, potential impacts associated with
operational noise would be less than significant.
Conclusion
The proposed project would not result in a significant long-term
increase in traffic noise levels; and based on required compliance
with the City’s time restrictions on construction activities
contained in the BHMC, temporary construction noise would be less
than significant. The project does not include any operational
changes that would be expected to have an effect on daily on-site
operational noise generated by the Existing Hotel and surrounding
properties. Therefore, noise-related impacts resulting from
implementation of the proposed project would be less than
significant.
C. Air Quality
A significant adverse air quality impact may occur when a project
individually or cumulatively interferes with progress toward the
attainment of the ozone standard by releasing emissions that equal
or exceed the established long-term quantitative thresholds for
pollutants or causes an exceedance of a state or federal ambient
air quality standard for any criteria pollutant. Primary criteria
pollutants are emitted directly from a source (e.g., vehicle
tailpipe, an exhaust stack of a factory, etc.) into the atmosphere.
Commonly found primary criteria pollutants include reactive organic
gases (ROG), nitric oxides (NOx), carbon monoxide (CO), and
particulate matter (PM10 and PM2.5). PM 10 is particulate matter
measuring no more than 10 microns in diameter, while PM2.5 is fine
particulate matter measuring no more than 2.5 microns in diameter.
Because the project site is located within the South Coast Air
Basin and falls under the jurisdiction of the South Coast Air
Quality Management District (SCAQMD), this air quality analysis
conforms to the methodologies recommended in SCAQMD’s CEQA Air
Quality Handbook (1993). The following significance thresholds have
been recommended by the SCAQMD for project operations in the South
Coast Air Basin:
55 pounds per day of ROG
55 pounds per day of NOX
550 pounds per day of CO
150 pounds per day of PM10
55 pounds per day of PM2.5
Construction-related air quality impacts are considered significant
if emissions associated with construction activity would exceed
adopted SCAQMD thresholds. Temporary construction emission
thresholds have been recommended by the SCAQMD on a daily basis as
follows:
75 pounds per day of ROG
100 pounds per day of NOX
550 pounds per day of CO
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150 pounds per day of PM10
55 pounds per day of PM2.5
In addition to the regional air quality thresholds shown above,
SCAQMD has developed Localized Significance Thresholds (LSTs) in
response to the Governing Board’s Environmental Justice Enhancement
Initiative (1-4), which was prepared to update the SCAQMD’s CEQA
Air Quality Handbook. LSTs were devised in response to concern
regarding exposure of individuals to criteria pollutants in local
communities. LSTs represent the maximum emissions from a project
that will not cause or contribute to an air quality exceedance of
the most stringent applicable federal or state ambient air quality
standard at the nearest sensitive receptor, taking into account
factors such as ambient concentrations in each source receptor area
(SRA), project size, and distance to the sensitive receptor.
However, LSTs only apply to emissions within a fixed stationary
location, including idling emissions during both project
construction and operation, and are not applicable to mobile
sources such as cars on a roadway (SCAQMD 2003). LSTs have been
developed for NOX, CO, PM10, and PM2.5. Since the majority of
emissions from a hotel project would be generated by vehicle trips
on roadways, LSTs for operational emissions would not apply to the
proposed project. However, LSTs would apply for construction
emissions. Localized LSTs for the 0.422-acre project site were
derived through a regression analysis based on the SCAQMD’s LSTs
for one-acre project sites in SRA 2 for Northwest Coastal LA
County.
Operational Emissions
Long-term operational emissions associated with the proposed
project are those associated with vehicle trips (mobile emissions)
and the use of natural gas, consumer products, and architectural
coatings (area source emissions) upon buildout of the project.
Heavily congested intersections can lead to long-term mobile
emissions that exceed carbon monoxide (CO) standards and lead to CO
hotspots. CO hotspots are locations where the federal or state
ambient air quality standards could be exceeded because of the
concentration of motor vehicles that are idling. Other factors
contributing to a CO hotspot include the configuration of the
intersection, distance to sensitive receptors, and patterns of air
circulation. However, as discussed under Criterion D, the proposed
project would not result in significant increases in traffic at
intersections and would not require analysis for CO hotspots, based
on Caltrans’ Transportation Project CO Protocol Manual.
Pollutant emissions associated with the proposed project (shown in
Table 13) were quantified using CalEEMod, version 2016.3.2, based
on the proposed use and the number of associated vehicle trips
generated by the project as discussed above.
As shown in Table 13, the emissions generated by the proposed
project would not exceed the SCAQMD’s daily operational thresholds
for any pollutant and would not significantly affect regional air
quality. Therefore, the project would have a less than significant
impact on air quality from operational emissions.
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Emissions (lbs/day)
Emissions from the Proposed Hotel 1.7 3.5 9.4 2.8 0.8
Emissions from the Existing Hotel 1.0 2.9 7.3 1.9 0.5
Net New Emissions 0.7 0.6 2.1 0.9 0.3
SCAQMD Thresholds 55 55 550 150 50
Exceed Thresholds? No No No No No
Source: CalEEMod v. 2016.3.2
Note: Please see Appendix A for complete modeling results. For a
conservative estimate of project emissions, construction and
operational emissions were modeled and reported for the maximum day
during the winter, since emission estimates are typically higher in
the winter months compared to the summer months. Winter emission
estimates are then compared to the SCAQMD thresholds measured in
pounds-per-day. The annual emissions listed in the tables in
Appendix A show the average annual emissions in terms of metric
tons per year. These estimates are used for analysis of greenhouse
gas emissions impacts, since the greenhouse gas emission thresholds
are based on metric tons per year.
Construction Emissions
Development of the proposed project would involve site grading,
excavation, new building construction, and other
construction-related activities that have the potential to generate
substantial air pollutant emissions. Temporary construction
emissions from these activities were estimated using CalEEMod,
based on the gross amount of proposed new hotel space. Table 14
shows the maximum daily construction emissions.
As indicated in Table 14, emissions from construction activities
would not exceed SCAQMD daily significance thresholds and would not
result in any significant air quality impacts. Moreover, SCAQMD
Rule 403 requires the following measures to reduce fugitive dust;
these are required to be implemented at all construction sites
located within the South Coast Air Basin:
Minimization of Disturbance. Construction contractors should
minimize the area disturbed by clearing, grading, earth moving, or
excavation operations to prevent excessive amounts of dust.
Soil Treatment. Construction contractors should treat all graded
and excavated material, exposed soil areas, and active portions of
the construction site, including unpaved on-site roadways to
minimize fugitive dust. Treatment shall include, but not
necessarily be limited to, periodic watering, application of
environmentally safe soil stabilization materials, and/or roll
compaction as appropriate. Watering shall be done as often as
necessary, and at least twice daily, preferably in the late morning
and after work is done for the day.
Soil Stabilization. Construction contractors should monitor all
graded and/or excavated inactive areas of the construction site at
least weekly for dust stabilization. Soil stabilization methods,
such as water and roll compaction and environmentally safe dust
control materials, shall be applied to portions of the construction
site that are inactive for over four days. If no further grading or
excavation operations are planned for the area, the area shall be
seeded and watered until landscape growth is evident, or
periodically treated with environmentally safe dust suppressants,
to prevent excessive fugitive dust.
No Grading During High Winds. Construction contractors should stop
all clearing, grading, earth moving, and excavation operations
during periods of high winds (20 miles per hour or greater, as
measured continuously over a one-hour period).
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Street Sweeping. Construction contractors should sweep all on-site
driveways and adjacent streets and roads at least once per day,
preferably at the end of the day, if visible soil material is
carried over to adjacent streets and roads.
Table 14 Estimated Construction Emissions
Emissions (lbs/day)
Maximum Daily Emissions 7.3 18.4 9.5 1.1 0.9
SCAQMD Threshold 75 100 550 150 55
Exceed SCAQMD Threshold? No No No No No
Maximum On-site Emissions 7.3 8.9 7.6 0.8 0.6
Localized Significance Thresholds1 N/A 103 562 4 3
Exceed LST? No No No No No
Source: CalEEMod v. 2016.3.2 1 Allowable emissions (lbs/day) as a
function of receptor distance (25 meters) from site boundary. LST
for Source Receptor Area 2: Northwest Coastal LA County.
Source:
http://www.aqmd.gov/home/regulations/ceqa/air-quality-analysis-handbook/localized-significance-thresholds
Note: Please see Appendix A for complete modeling results. For a
conservative estimate of project emissions, construction and
operational emissions were modeled and reported for the maximum day
during the winter, since emission estimates are typically higher in
the winter months compared to the summer months. Winter emission
estimates are then compared to the SCAQMD thresholds measured in
pounds- per-day.
Conclusion
The operation and construction emissions associated with the
proposed project would not generate significant air quality
impacts. Additionally, as discussed under Criterion D, this project
would not result in significant increases in traffic at
intersections. Thus, the project would not require analysis for CO
hotspots, based on the recommendations contained in Caltrans’
Transportation Project CO Protocol Manual.
D. Greenhouse Gas Emissions
Climate Change and Greenhouse Gases
Climate change is the observed increase in the average temperature
of the Earth’s atmosphere and oceans along with other substantial
changes in climate (such as wind patterns, precipitation, and
storms) over an extended period of time. Climate change is the
result of numerous, cumulative sources of greenhouse gases (GHGs).
GHGs contribute to the “greenhouse effect,” which is a natural
occurrence that helps regulate the temperature of the planet. The
majority of radiation from the Sun hits the Earth’s surface and
warms it. The surface in turn radiates heat back towards the
atmosphere, known as infrared radiation. Gases and clouds in the
atmosphere trap and prevent some of this heat from escaping back
into space and re-radiate it in all directions. This process is
essential to supporting life on Earth because it warms the planet
by approximately 60° Fahrenheit. Emissions from human activities
since the beginning of the industrial revolution (approximately 250
years ago) are adding to the natural greenhouse effect by
increasing the gases in the atmosphere that trap heat, thereby
contributing to an average increase in the Earth’s
temperature.
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GHGs occur naturally and from human activities. Human activities
that produce GHGs include the burning of fossil fuels (coal, oil
and natural gas for heating and electricity, gasoline and diesel
for transportation); methane from landfill wastes and raising
livestock, deforestation activities; and some agricultural
practices. GHGs produced by human activities include carbon dioxide
(CO2), methane (CH4), nitrous oxide (N2O), hydrofluorocarbons
(HFC), perfluorocarbons (PFC), and sulfur hexafluoride (SF6). Since
1750, it is estimated that the concentrations of carbon dioxide,
methane, and nitrous oxide in the atmosphere have increased over
36%, 148%, and 18%, respectively, primarily due to human activity.
Emissions of GHGs affect the atmosphere directly by changing its
chemical composition while changes to the land surface indirectly
affect the atmosphere by changing the way in which the Earth
absorbs gases from the atmosphere. Potential impacts in California
of global warming may include loss in snow pack, sea level rise,
more extreme heat days per year, more high ozone days, more large
forest fires, and more drought years (CEC 2009).
Significance Thresholds
Section 15064.4 of the CEQA Guidelines recommends that lead
agencies quantify GHG emissions of projects and consider several
other factors that may be used in the determination of significance
of GHG emissions from a project, including: the extent to which the
project may increase or reduce GHG emissions; whether a project
exceeds an applicable significance threshold; and the extent to
which the project complies with regulations or requirements adopted
to implement a plan for the reduction or mitigation of GHG
emissions.
CEQA Guidelines Section 15064.4 does not establish a threshold of
significance. Lead agencies have the discretion to establish
significance thresholds for their respective jurisdictions, and in
establishing those thresholds, a lead agency may appropriately look
to thresholds developed by other public agencies, or suggested by
other experts, as long as any threshold chosen is supported by
substantial evidence (see CEQA Guidelines Section 15064.7[c]). The
CEQA Guidelines also clarify that the effects of GHG emissions are
cumulative and should be analyzed in the context of CEQA’s
requirements for cumulative impact analysis (see CEQA Guidelines
Section 15130[f]). As a note, the CEQA Guidelines were amended in
response to SB 97. In particular, the CEQA Guidelines were amended
to specify that compliance with a GHG emissions reduction plan
renders a cumulative impact insignificant.
Per CEQA Guidelines Section 15064(h)(3), a project’s incremental
contribution to a cumulative impact can be found not cumulatively
considerable if the project would comply with an approved plan or
mitigation program that provides specific requirements that would
avoid or substantially lessen the cumulative problem in the
geographic area of the project. To qualify, such plans or programs
must be specified in law or adopted by the public agency with
jurisdiction over the affected resources through a public review
process to implement, interpret, or make specific the law enforced
or administered by the public agency. Examples of such programs
include a “water quality control plan, air quality attainment or
maintenance plan, integrated waste management plan, habitat
conservation plan, natural community conservation plans [and] plans
or regulations for the reduction of greenhouse gas emissions.” Put
another way, CEQA Guidelines Section 15064(h)(3) allows a lead
agency to make a finding of less than significant for GHG emissions
if a project complies with adopted programs, plans, policies and/or
other regulatory strategies to reduce GHG emissions.
In the absence of any adopted numeric threshold, the significance
of the project’s GHG emissions is evaluated consistent with CEQA
Guidelines Section 15064.4(b) by considering whether the project
complies with applicable plans, policies, regulations and
requirements adopted to implement a statewide, regional, or local
plan for the reduction or mitigation of GHG emissions. For this
Project, the most directly applicable adopted regulatory plan to
reduce GHG emissions is the 2016–2040
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RTP/SCS, which is designed to achieve regional GHG reductions from
the land use and transportation sectors as required by SB 375 and
the state’s long-term climate goals. This analysis also considers
consistency with the City’s Sustainable City Plan (2009).
Consistency with Applicable Plans and Policies
The SCAG 2016–2040 RTP/SCS is expected to help California reach its
GHG reduction goals by reducing transportation-related GHG
emissions by eight percent by 2020 and 19 percent by 2035. The
reduction strategies contained in the 2016-2040 RTP/SCS are
primarily land use and transportation- oriented; however, because
the proposed project involves an eldercare facility and a church
preschool, most of the reduction strategies do not directly apply.
Nevertheless, the project’s consistency with the 2016-2040 RTP/SCS
is summarized in
Table 15. As discussed therein, the project would be consistent
with the applicable reduction strategies of the 2016-2040
RTP/SCS.
Table 15 Consistency with 2016-2040 RTP/SCS
Reduction Strategy Project Consistency
Reflect the Changing Population and Demands
The SCAG region, home to about 18.3 million people in 2012,
currently features 5.9 million households and 7.4 million jobs. By
2040, the Plan projects that these figures will increase by 3.8
million people, with nearly 1.5 million more homes and 2.4 million
more jobs. High Quality Transit Areas (HQTA) will account for three
percent of regional total land, but will accommodate 46 percent and
55 percent of future household and employment growth respectively
between 2012 and 2040. The 2016 RTP/SCS land use pattern contains
sufficient residential capacity to accommodate the region’s future
growth, including the eight-year regional housing need. The land
use pattern accommodates about 530,000 additional households in the
SCAG region by 2020 and 1.5 million more households by 2040. The
land use pattern also encourages improvement in the jobs-housing
balance by accommodating 1.1 million more jobs by 2020 and about
2.4 million more jobs by 2040.
Consistency with 2016-2040 RTP/SCS:
The proposed project would establish a boutique hotel within
walking and biking distance of the Wilshire Boulevard commercial
corridor, including the Rodeo Drive shopping strip. Existing public
transit facilities are located along Wilshire Boulevard, consisting
of Metro Bus Lines 20 and 720, and the future Metro Purple Line
rail project. The project would accommodate visitors to the City
and provide jobs. The proposed project would also provide five
bicycle racks and lockers. Implementation of the proposed project
would place future visitors in proximity to businesses as well as
facilitate use of active transportation to these uses.
Focus New Growth Around Transit
The 2016 RTP/SCS land use pattern reinforces the trend of focusing
growth in the region’s HQTAs. Concentrating housing and transit in
conjunction concentrates roadway repair investments, leverages
transit and active transportation investments, reduces regional
life cycle infrastructure costs, improves accessibility, avoids
greenfield development, and has the potential to improve public
health and housing affordability. HQTAs provide households with
alternative modes of transport that can reduce VMT and GHG
emissions.
Consistency with 2016-2040 RTP/SCS:
The proposed project would establish a boutique hotel within
walking and biking distance of the Wilshire Boulevard commercial
corridor, including the Rodeo Drive shopping strip. Existing public
transit facilities are located along Wilshire Boulevard, consisting
of Metro Bus Lines 20 and 720, and the future Metro Purple Line
rail project. The project would be walkable, and pedestrian access
to the existing transit would be available.
Provide More Options for Short Trips
Thirty eight percent (38%) of all trips in the SCAG region are less
than three miles. The 2016 RTP/SCS provides two strategies to
promote the use of active transport for short
Consistency with 2016-2040 RTP/SCS:
The proposed project would establish a boutique hotel within
walking and biking distance of the Wilshire Boulevard commercial
corridor, including the Rodeo Drive shopping
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Reduction Strategy Project Consistency
trips. Neighborhood Mobility Areas are meant to reduce short trips
in a suburban setting, while “complete communities” support the
creation of mixed-use districts in strategic growth areas and are
applicable to an urban setting.
strip. Implementation of the proposed project would place future
City visitors in proximity to these businesses as well as
facilitate use of active transportation to these uses. Therefore,
this project would support efforts to reduce short trips.
Transportation Strategies
Transit
Since 1991, the SCAG region has spent more than $50 billion dollars
on public transportation. This includes high profile investments in
rail transit and lower profile, vital investments in operations and
maintenance. Looking toward to 2040, the 2016 RTP/SCS maintains a
significant investment in public transportation across all transit
modes and also calls for new household and employment growth to be
targeted in areas that are well-served by public transportation to
maximize the improvements called for in the Plan.
Consistency with 2016-2040 RTP/SCS:
The proposed project would establish a boutique hotel within
walking and biking distance of the Wilshire Boulevard commercial
corridor, including the Rodeo Drive shopping strip. Existing public
transit facilities are located along Wilshire Boulevard, consisting
of Metro Bus Lines 20 and 720, and the future Metro Purple Line
rail project. Implementation of the proposed project would place
future City visitors in proximity to these businesses as well as
facilitate use of active transportation to these uses. The project
would be walkable, and pedestrian access to the existing transit
would be available.
Active Transportation
The 2016 RTP/SCS includes $12.9 billion for active transportation
improvements, including $8.1 billion in capital projects and $4.8
billion as part of the operations and maintenance expenditures on
regionally significant local streets and roads. The Active
Transportation portion of the 2016 Plan updates the Active
Transportation portion of the 2012 Plan, which has goals for
improving safety, increasing active transportation usage and
friendliness, and encouraging local active transportation plans. It
proposes strategies to further develop the regional bikeway
network, assumes that all local active transportation plans will be
implemented, and dedicates resources to maintain and repair
thousands of miles of dilapidated sidewalks. To accommodate the
growth in walking, biking, and other forms of active transportation
regionally, the 2016 Active Transportation Plan also considers new
strategies and approaches beyond those proposed in 2012.
Consistency with 2016-2040 RTP/SCS:
The proposed project would establish a boutique hotel within
walking and biking distance of the Wilshire Boulevard commercial
corridor, including the Rodeo Drive shopping strip. Existing public
transit facilities are located along Wilshire Boulevard, consisting
of Metro Bus Lines 20 and 720, and the future Metro Purple Line
rail project. Implementation of the proposed project would place
future City visitors in proximity to these businesses as well as
facilitate use of active transportation to these uses. The proposed
project would also provide five bicycle racks and lockers.
Therefore, walking or bicycling would be viable modes of
transportation to reach numerous destinations or public
transit.
Zero-Emissions Vehicles
While SCAG’s policies are technology neutral with regard to
supporting zero and/or near zero-emissions vehicles, this section
will focus on zero-emissions vehicles. Since SCAG adopted the 2012
RTP/SCS, the Governor’s Office released the Zero Emissions Vehicle
(ZEV) Action Plan for 2013 and 2015. These plans identified state
level funding to support the implementation of Plug-in Electric
Vehicle (PEV) and Hydrogen Fuel Cell refueling networks. As part of
the 2016 RTP/SCS, SCAG modeled PEV growth specific to Plug-in
Hybrid Electric Vehicles (PHEV) in the SCAG region. These are
electric vehicles that are powered by a gasoline engine when their
battery is depleted. The 2016 RTP/SCS proposes a regional charging
network that will increase the number of PHEV miles driven on
electric power. In many instances, these chargers may double the
electric range of PHEVs. A fully funded regional charging
Consistency with 2016-2040 RTP/SCS:
Of the 94 parking spaces, the project would designate nine spaces
for electric vehicles, including two American with Disabilities Act
(ADA)-designated spaces for a vehicle and a van.
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Reduction Strategy Project Consistency
network program would result in a reduction of one percent per
capita GHG emissions.
Source: SCAG 2016-2040 RTP/SCS
Beverly Hills adopted the Sustainable City Plan, which contains
goals intended to support sustainable development within the City.
Implementation of this plan would contribute to a reduction in the
City’s overall GHG emissions. The proposed project is particularly
consistent with the Goal 3 Energy, which encourages “the use of
energy in a clean and efficient manner and the use of renewable
resources.” All light fixtures will be high-efficiency LED’s and
controls will include occupancy sensors and daylight setting to
reduce power consumption to maximize use of daylighting throughout
the building. In addition, Low-E (low emissivity) glass will be
used on the exterior of the building to reduce heat gain in the
guestrooms and public areas. The project would also be consistent
with Goal 4 Water, which states “Reduce water use while maintaining
a garden-like quality in the City.” The project would implement a
Contech Filterra System for processing of storm water, which will
be used conjunction with drip-irrigation throughout the property to
reduce water consumption. In addition, all plumbing fixtures will
be low-flow to meet current code requirements set forth in the
California Building Code.
Proposed Project GHG Emissions
As described above, compliance with plans, policies, and
regulations adopted for the purpose of reducing GHG emissions
indicates that project-related GHG emissions are less than
significant. Quantitative calculations are provided below in
support of the consistency analysis that