R-9581
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City Council Meeting 09-19-00
Santa Monica, California
RESOLUTION NO. 9581 (CCS)
(City Council Series)
A RESOLUTION OF THE CITY COUNCIL
OF THE CITY OF SANTA MONICA MAKING THE CEQA FINDINGS
NECESSARY TO APPROVE AMENDMENT NUMBER TWO TO THE DEVELOPMENT
BETWEEN THE CITY OF SANTA MONICA AND SANTA MONICA COLLEGE
AUTHORIZING THE DEVELOPMENT OF THE PARKING STRUCTURE B
REPLACEMENT, ADOPTING A STATEMENT OF OVERRIDING CONSIDERATIONS
AND ADOPTING A MITIGATION MONITORING PLAN.
WHEREAS, an Environmental Impact Report has been prepared which analyzes
the environmental effects of the Parking Structure B Replacement Development
Agreement Amendment; and
WHEREAS, the Planning Commission recommended certification of the Final
Environmental I mpact report; and
WHEREAS, the City Council as Lead Agency, reviewed the Final Environmental
Impact Report in full compliance with State law and City CEQA Guidelines, and
WHEREAS, on September 19, 2000, the City Council certified that the
Environmental Impact Report for the Santa Monica College Parking Structure B
Replacement Development Agreement Amendment was prepared in full compliance with
State law and City CEQA Guidelines;
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF SANTA MONICA
DOES HEREBY RESOLVE AS FOLLOWS:
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SECTION 1. Consistent with Article VI, Section 12 of the City of Santa Monica
CEQA Guidelines and Sections 15091 and 15092 of the State of California CEQA
Guidelines, and as detailed in Final EIR Sections 3.1, 3.2, 3.3, 3.4, and 3.6, the City
Council finds that there are no significant impacts for geology and soils, air quality, noise,
aesthetics and shadows or land use and neighborhood effects.
SECTION 2. The Final EIR determined that without mitigation the project could
result in significant impacts on traffic during construction. Consistent with Article VI,
Section 12 of the City of Santa Monica CEQA Guidelines and Section 15091 of the State
CEQA Guidelines, and as detailed in Final EIR Section 3.5, the City finds that the following
mitigation measures which have been required of the project will reduce or mitigate the
construction impacts on traffic which are created by the project to below a level of
significance:
(1) Phase One Construction Traffic.
If the new Municipal Pool Facility is not open during construction of Phase One, no
access mitigation measures would be needed as no impacts would be anticipated. If
the Municipal Pool is open, the measures below are recommended to mitigate
temporary construction access impacts during construction of Phase One:
(a) Vehicular access shall be provided from the Pica Boulevard/1 Jlh Street
College entrance to Parking Structure C via a two-way roadway. Vehicles
exiting Parking Structure C shall exit the campus through Parking Structure
A or via the Pica Boulevard/1 Jlh Street Driveway.
(b) Conversion of the east-west access road to Structure C from two-way to
one-way (except for emergency two-way access) shall not occur until all
construction is complete. After completion of construction, vehicles shall
exit Structure C via the below grade driveway to the Pica Boulevard/1 Jlh
Street campus driveway.
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(2) Phases Two and Three Construction Traffic. If the new Municipal Pool Facility is not
open during construction of Phases Two and Three, no access mitigation measures
would be needed, as no impacts would be anticipated. If the Municipal Pool is open,
the measures below are recommended to mitigate temporary construction access
impacts during construction of Phases Two and Three.
(a) Increase the storage capacity for westbound left-turn vehicles on Pica
Boulevard at 18th Court/SMC driveway by delineating a longer left-turn
lane within the existing Pica Boulevard median by 250 feet. This increased
storage capacity shall be accomplished for the duration of construction
Phases Two and Three. Prohibit left-turn movements from eastbound Pica
Boulevard to northbound 19th Street (one-half block east of the Lot 1
driveway/18th Court).
(1) Move the attendant control point for visitors entering Lot 1
from its existing location on the inbound driveway into Lot 1
itself. The existing attendant booth could remain in its current
location to simplify its reuse after construction, but shall not
be utilized during these construction phases.
(b) Exiting traffic on the internal driveway must be controlled so as to permit
unimpeded flows of inbound vehicles turning left to enter Lot 1.
(c) Stripe pedestrian crosswalks across the temporary internal Structure C
access road at key locations with high pedestrian activity. Provide
appropriate advance warning signage along the access road in advance
of the crosswalks and post the access road for a low speed limit of 15 miles
per hour.
(d) Prohibit use of the new supply of parking spaces in the Parking Structure
B Replacement until completion of construction of the Structure B access
system in construction Phases Two and Three, even if construction of the
parking structure itself is completed sooner.
(e) If the new Municipal Pool Facility is opened prior to completion of
construction Phases Two or Three, provide appropriate temporary signage
within Structure A to guide entering and exiting pool users through the
structure. Exiting pool users shall be routed to the Structure A Pica
Boulevard driveway for traffic destined to the east and to the Structure A
16th Street driveway (which is right-turn-out only) for traffic headed to the
west on Pica Boulevard. Information regarding temporary pool traffic
routings shall also be included in pool promotional materials (e.g., bulletin
board notices, mailer inserts, swim meet materials).
(f) Prohibit construction during the first two weeks of the semester (during
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busiest periods of campus enrollment), and schedule construction Phases
Two and Three to occur during periods of lower traffic and parking
demands on the SMC campus.
(3) Construction Period Parking. Any construction work requiring the temporary removal
of parking spaces in Structure C shall be scheduled when SMC classes are not in
session.
SECTION 3. The Final EIR determined that without mitigation, the project could
result in significant impacts due to traffic at the Pica Boulevard/1 Jlh Street entrance.
Consistent with Article VI, Section 12 of the City of Santa Monica CEQA Guidelines and
Section 15091 of the State CEQA Guidelines, and as detailed in Final EIR Section 3.5, the
City finds that the significant environmental effects as identified below can be reduced
but cannot feasibley be avoided or mitigated to below a level of significance. Nevertheless
these impacts are found to be acceptable due to overriding considerations as discussed
in Section 6.
(a) While the project was determined to have a significant impact of a three second
delay at peak AM hours and a significant impact of a one second delay at peak PM
hours at the west bound Pica Boulevard intersection with the 17th Street entrance,
due to an insufficient storage capacity for westbound left turns, the mitigation listed
below can reduce the impact, but not mitigate it to below a level of significance.
(1) Modify the traffic signal at Pica Boulevard and the College entrance at
17th Street to provide fully-protected demand actuated overlapping left
turn phasing on the east and west Pica Boulevard approaches.
(b) While the project was determined to have a significant impact at the west bound
Pica Boulevard intersection with the 17th Street entrance, the proposed mitigation
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measure of doubling and extending the westbound left turn pocket on Pica
Boulevard would be infeasible because this additional left turn lane would require
the removal of 13 metered parking spaces on the south side of Pica Boulevard, east
of the College driveway entrance. The permanent loss of 13 metered parking
spaces would itself be a significant impact given the high demand for parking in the
area for businesses, residents, and College users. Parking is a premium use and
the permanent loss of any parking that is available to the general public significantly
impacts the community. Additionally, the removal of 13 public parking spaces would
have greater impacts than the reduction in the level of service if the second left turn
lane were not installed. While the EIR further recommended that the public metered
spaces be replaced on the College Campus along the internal access road between
Structure A and the Business Building, given their location, these public metered
spaces on private property would result in these spaces only being used by College
users rather than the general public. Consequently, the identified impact would not
be mitigated even if the spaces could be relocated. Since the dual left turn lane
mitigation measure results in the permanent loss of 13 public spaces, the impact of
which cannot be mitigated, it was determined that the dual left turn lane is
infeasible.
SECTION 4. Consistent with Article VI, Section 12 of the City of Santa Monica
CEOA Guidelines and Sections 15091, 15092, and 15093 of the State of California CEOA
Guidelines, the City Council finds that the additional significant environmental traffic effects
as identified below cannot feasibly be avoided or mitigated to below a level of significance.
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Nevertheless, these impacts are found to be acceptable due to overriding considerations
as discussed in Section 6.
(a) The final EIR determined that without mitigation the project could result in significant
traffic capacity impacts due to projected generated traffic at the intersection of 23rd
Street and Ocean Park Boulevard (at AM peak hours), the intersection of the
College entrance at 1Jlh Street and Pica Boulevard (at AM and PM peak hours) and
the intersection of 20th and Pearl Streets (at AM peak hours). However, as detailed
below, there are no feasible mitigation measures for these impacts.
(b) While the project was determined to have a significant traffic impact of increase in
capacity at the intersection of 23rd Street and Ocean Park Boulevard due to a delay
of one second in the AM peak hours, the proposed mitigation measure to add a
short left turn lane pocket is infeasible. This mitigation would increase the speed of
traffic on 23rd Street and increase the number of cars using this street due to the
increase in speed. Because 23rd Street is a residential street, and has been subject
to the City's implementation of traffic calming measures to reduce the speed and
flow of traffic, the proposed mitigation measure would be contrary to established
City practices on this street. The delay of one second at this intersection is more
consistent with City plans to slow area traffic and is, therefore, a preferable impact
to the increase of speed and traffic flow that would be caused by implementing this
mitigation measure.
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(c) The additional traffic at the intersection of Pearl and 20th Street due to the project
would be limited to 5-10 trips per day during peak hours. While this was determined
to have a significant traffic impact, the implementation of the mitigation measure of
a traffic signal at this intersection would produce longer queuing in the residential
neighborhood, resulting in vehicles avoiding the intersection and dispersing
throughout the neighborhood. This would have a greater environmental impact than
the benefit of a traffic signal since the queuing impacts could not themselves be
mitigated. The proposed mitigation would create an ongoing impact that would be
more detrimental to the neighborhood than the delay at the intersection if the
mitigation is not implemented, and is therefore determined to be an infeasible
mitigation measure.
(d) The final EIR also determined that without mitigation the project could result in
significant traffic impacts in the category of neighborhood impacts. The analysis
showed an increase of 28 vehicle trips, for a less than 1 % increase in total trips, on
14th Street both north and south of Pearl Street and an increase of 38 vehicle trips,
for a less than one percent increase on 16th Street south of Pearl Street. It was
determined that these impacts cannot be mitigated with standard neighborhood
traffic controls such as curb extensions and speed bumps without diverting the
impact of additional traffic to neighboring streets. Such mitigation measures would
simply shift the impacts from one neighborhood to another, rather than reduce these
impacts to below a level of significance. Therefore, mitigation measures such as
turn restrictions, speed bumps, and curb extensions are considered infeasible and
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a Statement of Overriding Considerations is recommended for these impacts.
SECTION 5.The CEOA mandated environmentally superior alternative was found
to be the Reduced Project Alternative. The Reduced Project Alternative is not feasible as
it does not meet the key objective of the project to ensure adequate parking for the current
needs of the college. The Reduced Project Alternative proposes a fewer number of spaces
than the project, and does not fully replace the number of spaces that were lost due to the
earthquake. The Reduced Project Alternative also fails to address the College's objective
to reduce the impacts of inadequate parking on the surrounding neighborhood. None of the
other alternatives considered, including the No Project Alternative, an off-site location Pearl
and 20th Streets, and other on-site locations on the College campus were determined to
be feasible, because they could not meet the objectives of the project to replace parking
that was lost due to the Northridge Earthquake, to locate the parking structure at a site that
had fewer impacts to the adjacent residential neighborhoods, and to improve on-campus
circulation, thereby improving circulation and reducing traffic on the surrounding streets.
SECTION 6. As fully described in Section 3, the Final EIR found that the project
would result in significant unavoidable adverse impacts on traffic. Consistent with Section
15093 of the State of California CEOA Guidelines, the City Council hereby makes a
Statement of Overriding Considerations and finds that the benefits of the project outweigh
its unavoidable environmental impacts based on the following reasons:
(a) The construction of the Parking Structure B Replacement will provide a significant
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public benefit. The parking spaces lost due to the Northridge earthquake will be
replaced, and the College will more adequately be able to provide parking on the
college campus for their students, reducing parking impacts on the neighboring
streets.
(b) Parking Structure B Replacement is located at the interior ofthe campus, and will
not impact the surrounding residential neighborhood in terms of noise, glare or
aesthetics.
(c) The construction of the parking Structure B Replacement will improve the internal
access and circulation, providing enhanced pedestrian safety, improving traffic
circulation throughout the campus, and preventing drivers from looking for parking
by exiting the campus and circulating on public streets.
SECTION 7. Consistent with Public Resources Code Section 21081.6, the City
Council adopts the Mitigation Monitoring Plan, which is included as Attachment A, to
mitigate or avoid significant effects of the Project on the environment and to ensure
compliance during project implementation.
SECTION 8. Consistent with Section 21 081.6(d) of the California Environmental
Quality Act, the documents which constitute the record of proceedings for approving this
project are located in the Planning and Community Development Department, 1685 Main
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Street, Room 212, Santa Monica, California. The custodian of these plans is Sarah
Lejeune Associate Planner in the City Planning Division of the Planning and Community
Development.
SECTION 9, The City Clerk shall certify to the adoption of this Resolution, and
thenceforth and thereafter the same shall be in full force and effect.
APPROVED AS TO FORM:
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MARSHA JONES MOUTRIE
City Attorney
Attachment A: Mitigation Monitoring Table.
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ATTACHMENT A
To
Resolution Adopting Statement of Overriding Consisderations
Mitigation Monitoring
Santa Monica College
Parking Structure 8 Replacement
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Adopted and approved this 3rd of October, 200 .
I, Maria M. Stewart, City Clerk of the City of Santa Monica, do hereby
certify that the foregoing Resolution No. 9581 (CCS) was duly adopted at a
meeting of the Santa Monica City Council held on the 3rd of October, 2000, by
the following vote:
Ayes: Council members:
Holbrook, Rosenstein, Feinstein, Bloom,
Mayor Pro T em O'Connor
Noes: Council members:
McKeown, Mayor Genser
Abstain: Council members:
None
Absent Council members:
None
ATTEST:
~~Q ~~
Maria M. Stewart