PROGRAM ENVIRONMENTAL IMPACT REPORT

Transcription

1 FINAL ADDENDUM #1 TO THE PROGRAM ENVIRONMENTAL IMPACT REPORT FOR THE REGIONAL TRANSPORTATION PLAN/ SUSTAINABLE COMMUNITIES STRATEGY A Plan for Mobility, Accessibility, Sustainability and a High Quality of Life APRIL 2017 l STATE CLEARINGHOUSE #

2 INTRODUCTION 1 PROJECT DESCRIPTION 4 ENVIRONMENTAL ANALYSIS 5 COMPARISON OF ALTERNATIVES 24 LONG TERM CEQA CONSIDERATIONS 24 FINDINGS 25 FINAL ADDENDUM #1 TO THE PROGRAM ENVIRONMENTAL IMPACT REPORT FOR THE REGIONAL TRANSPORTATION PLAN/ SUSTAINABLE COMMUNITIES STRATEGY APRIL 2017 l STATE CLEARINGHOUSE #

3 DRAFT ADDENDUM #1 INTRODUCTION Southern California Association of Governments (SCAG) proposes to amend the Regional Transportation Plan/Sustainable Communities Strategy (2016 RTP/ SCS or Plan). The RTP is a long-range vision for regional transportation investments. Using growth forecasts and economic trends, the RTP considers the role of transportation relative to economic factors, environmental issues and quality-of-life goals and provides an opportunity to identify transportation strategies today that address mobility needs for the future. The RTP is updated every four years to reflect changes in economic trends, state and federal requirements, progress made on projects and adjustments for population and jobs. The SCS, pursuant to Senate Bill (SB) 375, integrates land use, transportation strategies and transportation investments within the Plan. The 2016 RTP/SCS Project List (hereafter referred to as Project List ) contains thousands of individual transportation projects that aim to improve the region s mobility and air quality and revitalize the economy and includes, but is not limited to, highway improvements such as mixed flow lanes, interchanges, ramps, high occupancy vehicle (HOV) lanes, toll lanes and arterials; transit improvements such as bus, bus rapid transit (BRT) and various rail projects and upgrades; and goods movement strategies. Although the 2016 RTP/SCS has a long-term time horizon under which projects are planned and proposed to be implemented, federal and state mandates ensure that the Plan is both flexible and responsive in the near term. Therefore, the 2016 RTP/SCS is regarded as both a long-term regional transportation blueprint and as a dynamic planning tool subject to ongoing refinement and modification. As the Lead Agency under the California Environmental Quality Act (CEQA, Cal. Pub. Res. Code Section et seq.), SCAG prepared the Final 2016 RTP/SCS Program Environmental Impact Report (PEIR) for the 2016 RTP/SCS to evaluate the potential environmental impacts associated with implementation of the 2016 RTP/SCS and to identify practical and feasible mitigation measures. As is appropriate for a PEIR, the 2016 RTP/SCS PEIR focuses on a region-wide assessment of existing conditions and potential impacts as well as broad policy alternatives and program-wide mitigation measures (CEQA Guidelines Section 15168(b)(4)). Pursuant to Section of the CEQA Guidelines, subsequent environmental analyses for separate, but related, future projects may tier off the analysis contained in the 2016 RTP/SCS PEIR. The CEQA Guidelines do not require a Program EIR to specifically list all subsequent activities that may be within its scope. For large scale planning approvals (such as the RTP/ SCS), where site-specific EIRs or negative declarations will subsequently be prepared for specific projects broadly identified within a Program EIR, the site-specific analysis can be deferred until the project level environmental document is prepared (Sections and 15152), provided deferral does not prevent adequate identification of significant effects of the planning approval at hand. The 2016 RTP/SCS PEIR was certified on April 7, 2016 and the associated Plan was adopted on the same day (SCH No ). Since the adoption of the 2016 RTP/ SCS, SCAG has received requests from several county transportation commissions to amend the Plan to reflect changes to project scopes, costs and/or schedule for a number of transportation projects, as well as the addition of some new transportation projects contained therein (proposed Amendment #1 to the RTP/SCS, referred to herein as 2016 RTP/SCS Amendment #1 ). This Addendum to the 2016 RTP/SCS PEIR has been prepared by SCAG to assess potential environmental impacts of the proposed updates and revisions to the 2016 RTP/SCS Project List included in the 2016 RTP/SCS Amendment #1. This document is prepared as an addendum to the previously certified 2016 RTP/SCS PEIR in April 2016 (SCH No ). In summary, the 2016 RTP/SCS PEIR and Addendum to the PEIR serves as an informational document to inform decision-makers and the public of the potential environmental consequences of approving the proposed Plan by analyzing the projects and programs on a broad regional scale, not at a site-specific level of analysis. Site specific analysis will occur as each project is defined and goes through individual project-level environmental review.

4 RTP/SCS I FINAL ADDENDUM #1 TO THE PROGRAM ENVIRONMENTAL IMPACT REPORT BASIS FOR THE ADDENDUM When an EIR has been certified and the project is modified or otherwise changed after certification, additional CEQA review may be necessary. The key considerations in determining the need for the appropriate type of additional CEQA review are outlined in Section of the Public Resources Code (CEQA) and CEQA Guidelines Sections 15162, and Specifically, CEQA Guidelines Section 15162(a) provides that a Subsequent EIR is not required unless the following occurs: 1. Substantial changes are proposed in the project which will require major revisions of the previous EIR due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects; 2. Substantial changes occur with respect to the circumstances under which the project is undertaken which will require major revisions of the previous EIR due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects; 3. New information of substantial importance, which was not known and could not have been known with the exercise of reasonable diligence, at the time the previous EIR was certified as complete, shows any of the following: z The project will have one or more significant effects not discussed in the previous EIR; z Significant effects previously examined will be substantially more severe than shown in the previous EIR; z Mitigation measures or alternatives previously found not to be feasible would in fact be feasible and would substantially reduce one or more significant effects of the project, but the project proponents decline to adopt the mitigation measure or alternative; or z Mitigation measures or alternatives which are considerably different from those analyzed in the previous EIR would substantially reduce one or more significant effects on the environment, but the project proponents decline to adopt the mitigation measure or alternative. An Addendum to an EIR may be prepared by the Lead Agency that prepared the original EIR if some changes or additions are necessary, but none of the conditions have occurred requiring preparation of a Subsequent EIR (Section 15164(a)). An Addendum must include a brief explanation of the agency s decision not to prepare a Subsequent EIR and be supported by substantial evidence in the record as a whole (Section 15164(e)). The Addendum to the EIR need not be circulated for public review but it may be included in or attached to the Final EIR (Section 15164(c)). The decision-making body must consider the Addendum to the EIR prior to making a decision on the project (15164(d)). An addendum to the 2016 RTP/SCS PEIR is appropriate to address the proposed changes in the 2016 RTP/SCS because the proposed updates and revisions do not meet the conditions of Section 15162(a) for preparation of a subsequent EIR. Neither the proposed new projects or changes to existing projects would result in 1) substantial changes to the 2016 RTP/SCS which will require major revisions of the 2016 RTP/SCS PEIR; 2) substantial changes to the circumstances under which the 2016 RTP/SCS is being undertaken which will require major revisions in the 2016 PEIR; or 3) new information of substantial importance showing significant effects not previously examined. While the proposed changes to the 2016 RTP/SCS Project List documented in the 2016 RTP/SCS Amendment #1 may arguably represent new information of substantial importance at the local project-level, these changes are not substantial at the regional program-level as analyzed in the RTP/SCS PEIR. More specifically, the proposed changes to the RTP/SCS Project List documented in the 2016 RTP/ SCS Amendment #1 would not result in one or more significant effects (at the regional level) not discussed in the 2016 RTP/SCS PEIR, nor result in a substantial increase in the severity of previously identified significant effects disclosed in the 2016 RTP/SCS PEIR. Moreover, no changes to the mitigation measures or alternatives contained in the 2016 RTP/SCS PEIR are necessary or being proposed that could trigger additional review regarding such measures. Furthermore, as discussed in the 2016 RTP/SCS PEIR, the level of detail for individual projects on the RTP/SCS Project List is generally insufficient to be able to analyze local effects. Such analysis is more appropriately undertaken in project-specific environmental documents prepared by the individual CEQA lead agencies proposing each project. SCAG has assessed potential environmental effects of the proposed changes to the 2016 RTP/SCS Project List, contained in the 2016 RTP/SCS Amendment #1, at the regional program-level and finds that the additional and modified projects contained in Amendment #1 are consistent with the region-wide environmental impacts analysis, mitigation measures or alternatives and Findings of Fact discussed in the previously certified 2016 RTP/SCS PEIR and do not result in any of the conditions described in CEQA Guidelines Section 15162(a)(1)(2)(3). For these reasons, SCAG has elected to prepare an addendum to the RTP/SCS PEIR rather than a Subsequent or Supplemental EIR and this Addendum #1 to the RTP/SCS PEIR is prepared in accordance with CEQA Guidelines Section

5 FINAL ADDENDUM #1 TO THE PROGRAM ENVIRONMENTAL IMPACT REPORT 3 PURPOSE AND SCOPE OF THE ADDENDUM TO THE PEIR SCAG has prepared this Addendum #1 to the 2016 RTP/SCS PEIR to demonstrate that the proposed changes to the 2016 RTP/SCS Project List, contained in the 2016 RTP/ SCS Amendment #1, satisfies the requirements contained in Section of the CEQA Guidelines for the use of an Addendum to an EIR. The proposed changes to the Project List do not require the preparation of a Subsequent or Supplemental EIR pursuant to Sections and 15163, respectively, of the CEQA Guidelines due to the absence of new or substantially more adverse significant impacts than those analyzed in the certified EIR. This Addendum #1 to the 2016 RTP/SCS PEIR neither controls nor determines the ultimate decision for approval of the 2016 RTP/SCS Amendment #1 and the proposed changes to the 2016 RTP/SCS Project List contained therein. The information presented in this Addendum to the 2016 RTP/SCS PEIR will be considered by SCAG s decision making body, the Regional Council, prior to making a decision on the 2016 RTP/SCS Amendment #1.

6 RTP/SCS I FINAL ADDENDUM #1 TO THE PROGRAM ENVIRONMENTAL IMPACT REPORT PROJECT DESCRIPTION A major component of the 2016 RTP/SCS is the Project List, which includes thousands of individual transportation projects and programs that aim to improve the region s mobility and air quality and to revitalize our economy. More specifically, the 2016 RTP/SCS includes approximately 4,000 projects with completion dates spread over a 24 year time period (through 2040). The proposed 2016 RTP/SCS Amendment #1 (revised plan) includes 76 projects, or approximately 2 percent of the total 2016 RTP/SCS projects. The revised plan proposes revisions to 54 projects already included in the 2016 RTP/SCS and it also proposes the inclusion of 22 new projects. The new projects include state and local highway projects as well as projects classified as other (e.g., Port of Los Angeles projects), none of which are different than the types of projects already included in the 2016 RTP/SCS and analyzed in the 2016 PEIR. As part of the 2016 RTP/SCS amendment process, SCAG solicited input from the region s six County Transportation Commissions (CTCs) regarding updates to their individual project lists. The types of changes reflected in the updated Project List include: z Project is new and not currently included in the 2016 RTP/SCS Project List; z Project currently exists in the 2016 RTP/SCS Project List, but has a: Revised description; Revised schedule; and/or Change in total cost; z Project is a duplicate and needs to be removed or combined with another project in the 2016 RTP/SCS Project List; z Project is no longer being pursued and the CTC has requested its removal from the 2016 RTP/SCS Project List; Based on input received, a total of 54 projects were modified under Amendment #1 and a total of 22 new projects were proposed. A total of four projects were removed from the Project List. As part of Amendment #1 to the 2016 RTP/SCS, the Project List has been updated to reflect the latest CTC-approved project modifications. The updated Project List forms the foundation of the 2016 RTP/SCS. (See 2016 RTP/SCS Amendment #1 at: net/pages/final2016rtpscs.aspx).

7 FINAL ADDENDUM #1 TO THE PROGRAM ENVIRONMENTAL IMPACT REPORT 5 ENVIRONMENTAL ANALYSIS The changes described above to the 2016 RTP/SCS Project List identified in the 2016 RTP/ SCS Amendment #1 would not result in a substantial change to the region-wide impacts programmatically analyzed in the 2016 RTP/SCS PEIR. The 2016 RTP/SCS PEIR broadly identifies a number of region-wide significant impacts that would result from the numerous transportation policies and projects encompassed by the RTP/SCS. The 2016 RTP/SCS PEIR presents analysis at the programmatic level of various types of projects, including both modifications to the existing system as well as new systems such as new highway and transit facilities, goods movement roadway facilities, rail corridors, flyovers, interchanges and High-Speed Rail. Table 1 Summary of Impacts From Amendment #1 Changes Impact Aesthetics Agriculture and Forestry Resources Air Quality Biological Resources Compared to the Certified RTP/SCS PEIR Although the new projects identified in the 2016 RTP/SCS Amendment #1 were not identified in the 2016 RTP/SCS PEIR, SCAG has assessed these additional projects at the programmatic level and finds that they are consistent with the scope, goals and policies contained in the 2016 RTP/SCS and with the analysis and conclusions presented in the previously certified 2016 RTP/SCS PEIR. Further, each project will be fully assessed at the project-level by the implementing agency in accordance with CEQA, National Environmental Policy Act (NEPA) and all applicable regulations. No changes to the mitigation measures or alternatives contained in the 2016 RTP/SCS PEIR are necessary or proposed. SCAG has determined that the changes and additions identified above would result in impacts that would fall within the range of impacts already identified in the previously certified 2016 RTP/SCS PEIR. Therefore, no substantial physical impacts to the environment beyond those already anticipated and documented in the 2016 RTP/ SCS PEIR are anticipated to result from the changes and additions identified in the 2016 RTP/SCS Amendment #1. The environmental analysis provided in this Addendum describes the information that was considered in evaluating the questions contained in the Environmental Checklist of the State CEQA Guidelines, Appendix G, consistent with the 2016 RTP/SCS PEIR. Potential region-wide environmental impacts from the proposed project changes, documented in the 2016 RTP/SCS Amendment #1, as compared to those already identified in the 2016 RTP/ SCS PEIR are summarized in Table 1, Summary of Impacts from Amendment #1 Changes identified in the 2016 RTP/SCS Amendment #1. Cultural Resources Energy Geology and Soils Greenhouse Gas Emissions and Climate Change Hazards and Hazardous Materials Hydrology and Water Quality Land Use and Planning Mineral Resources Noise Population, Housing and Employment Public Services Recreation Transportation, Traffic and Safety Utilities and Service Systems Comparison of Alternatives Long-Term CEQA Considerations

8 RTP/SCS I FINAL ADDENDUM #1 TO THE PROGRAM ENVIRONMENTAL IMPACT REPORT AESTHETICS Amendment #1 are not expected to cause any new or a substantial increase in the severity of significant impacts to aesthetics beyond those already described in the previously certified 2016 RTP/SCS PEIR. Potential significant impacts anticipated in the 2016 RTP/SCS PEIR would be the substantial degradation of the existing visual character or quality of the site and its surroundings, adverse effects on a scenic vista, damage to scenic resources, creating a new source of substantial light affecting day or nighttime views and affecting shadowsensitive uses that would be shaded by a project-related structure for more than three hours in the winter or for more than four hours during the summer (see 2016 RTP/SCS PEIR pp ). The analysis in the 2016 RTP/SCS PEIR adequately addresses the range of impacts that could result from the proposed projects (as revised by the 2016 RTP/SCS Amendment #1) at the program level. Thus, incorporation of the proposed changes to the Project List, contained in the Amendment #1, would not result in any new significant impacts to aesthetics, or a substantial increase in the severity of impacts to aesthetics beyond those programmatically addressed in the 2016 RTP/SCS PEIR. AGRICULTURE AND FORESTRY RESOURCES Amendment #1 are not expected to cause any new or a substantial increase in the severity of significant impacts to agriculture and forestry resources beyond those already described in the previously certified RTP/SCS PEIR. Implementation of transportation projects and anticipated development resulting from land use strategies included in the 2016 RTP/SCS would have the potential to convert Prime Farmland, Unique Farmland, or Farmland of Statewide Importance (Farmland) to non-agricultural use, conflict with existing zoning for agricultural use or a Williamson Act contract, conflict with existing zoning for, or cause rezoning of, forest land or timberland zoned Timberland Production, lose forest land or convert forest land to non-forest use and change the existing environment which, due to their location or nature, would result in conversion of Farmland to non-agricultural use or conversion of forest land to non-forest use (see 2016 RTP/SCS PEIR pp ). The analysis in the 2016 RTP/SCS PEIR adequately addresses the range of impacts that could result from the proposed projects (as revised by the 2016 RTP/SCS Amendment #1) at the program level. Thus, incorporation of the proposed changes to the Project List, contained in the Amendment #1, would not result in any new significant impacts to agriculture and forestry resources, or a substantial increase in the severity of impacts to agriculture and forestry resources beyond those programmatically addressed in the 2016 RTP/SCS PEIR. AIR QUALITY Amendment #1 are not expected to cause any new or a substantial increase in the severity of significant impacts to air quality beyond those already identified in the previously certified 2016 RTP/SCS PEIR. The 2016 RTP/SCS PEIR identified that implementation of the 2016 RTP/SCS would result in less than significant impact to air quality related to the potential to conflict with or obstruct implementation of the adopted SIPs/AQMPs/Attainment Plans in the SCAG region and increase of any criteria pollutant for which the region is nonattainment under applicable NAAQs or CAAQS but would result in significant impacts to air quality related to the potential to violate air quality standards or contribute substantially to an air quality violation and increase cancer risks due to exposure of substantial pollutant concentrations to sensitive receptors (see 2016 RTP/SCS PEIR pp ). Both the 2016 RTP/SCS and Amendment #1 meet the regional emissions and other tests set forth by the federal Transportation Conformity regulations, demonstrating the integrity of the State Implementation Plans prepared pursuant to the federal Clean Air Act for the non-attainment and maintenance areas in the SCAG region. The updated conformity analysis can be found below. The Plan conditions (2040) and existing conditions (base year 2012) of the criteria pollutant emissions for the six counties in the SCAG region (Table 2, Criteria Pollutant Emissions by County Existing Conditions (Base Year 2012); Table 3, Criteria Pollutant Emission By County Amendment #1 (2040) vs. Existing Conditions (2015)) remained the same (See Table Criteria Pollutant Emissions by County Existing Conditions (Base Year 2012); Table , Criteria Pollutant Emission By County Plan (2040 vs. Existing Conditions (2015), of the 2016 RTP/SCS PEIR) with the proposed changes to the 2016 RTP/ SCS Project List identified in the 2016 RTP/SCS Amendment #1 therefore resulting in no changes to analyses already discussed in the certified 2016 RTP/SCS PEIR.

9 FINAL ADDENDUM #1 TO THE PROGRAM ENVIRONMENTAL IMPACT REPORT 7 Table 2 Criteria Pollutant Emissions by County Existing Conditions (Base Year 2012)* (Tons/Day) County ROG NO X CO PM 10 PM 2.5 SO X Summer Annual Summer Annual Winter Winter Annual Annual Annual Imperial Los Angeles Orange Riverside San Bernardino Ventura NOTE: *No Changes Between Original Plan and Amendment #1 SOURCE: SCAG Transportation Modeling, 2016.

10 RTP/SCS I FINAL ADDENDUM #1 TO THE PROGRAM ENVIRONMENTAL IMPACT REPORT Table 3 Criteria Pollutant Emission by County Amendment #1 (2040) vs. Existing Conditions (2015)* (Tons/Day) County ROG NO X CO PM 10 PM 2.5 SO X Summer Annual Summer Annual Winter Winter Annual Annual Annual Existing Imperial Plan Difference Existing Los Angeles Plan Difference Existing Orange Plan Difference Existing Riverside Plan Difference Existing San Bernardino Plan Difference Existing Ventura Plan Difference SOURCE: SCAG Transportation Modeling, NOTE: Please note that 2012 base year network includes projects in the 2015 Federal Transportation Improvement Program (FTIP) adopted in September 2014 and projects in the 2012 RTP/SCS as last amended in September *No Changes between Original Plan and Amendment #1

11 FINAL ADDENDUM #1 TO THE PROGRAM ENVIRONMENTAL IMPACT REPORT 9 Table 4 Daily VMT by County Amendment #1 County 2012 Base Year 2040 Baseline 2040 Plan* Imperial 5,000 10,000 9,000 Los Angeles 227, , ,000 Orange 77,000 85,000 80,000 Riverside 59,000 88,000 81,000 San Bernardino 63,000 90,000 87,000 Ventura 20,000 23,000 21,000 Total (Amendment #1) 450, , ,000 Total (Original Plan) 450, , ,000 NOTE: * Calculation for Amendment #1 Source: SCAG GIS modeling and data, Round to the nearest thousand BIOLOGICAL RESOURCES Amendment #1 are not expected to cause any new or a substantial increase in the severity of significant impacts to biological resources beyond those already identified in the 2016 RTP/ SCS PEIR. The 2016 RTP/SCS PEIR concluded that significant impacts expected with the implementation of the RTP/SCS includes the disturbance and removal of natural vegetation that may be utilized by sensitive species, habitat fragmentation and associated decrease in habitat quality, litter, trampling, light pollution and road noise, displacement of riparian and wetland habitat, siltation, loss of prime farmlands, grazing lands, open space and recreation lands (see 2016 RTP/SCS PEIR pp ). Detailed project-level analysis, including project level mitigation measures, will be conducted by each implementing agency for each individual project. The analysis in the previously certified 2016 RTP/SCS PEIR adequately addresses the range of impacts that could result from the proposed projects (as revised by the 2016 RTP/ SCS Amendment #1) at the program level. Thus, the incorporation of the proposed changes to the Project List would not result in any new significant impacts to biological resources, or a substantial increase in the severity of impacts to biological resources beyond those programmatically addressed in the 2016 RTP/SCS PEIR. The 2016 RTP/SCS project daily VMT for the six counties in the SCAG region (Table 4, Daily VMT by County Amendment #1) also remained the same with the proposed changes to the 2016 RTP/SCS Project List identified in the 2016 RTP/SCS Amendment #1 therefore resulting in no changes to analyses already discussed in the certified 2016 RTP/SCS PEIR. As shown in the tables above, changes are minimal and insignificant when compared to the certified 2016 RTP/SCS PEIR. As such, the analysis in the previously certified RTP/SCS PEIR adequately addresses the range of impacts that could result from the proposed projects (as revised by the RTP/SCS Amendment # 1) at the program level. Thus, incorporation of the proposed changes to the Project List would not result in any new significant air quality impacts or a substantial increase in the severity of air quality impacts beyond those programmatically addressed in the RTP/SCS PEIR. CULTURAL RESOURCES Amendment #1 are not expected to cause any new or a substantial increase in the severity of significant impacts to cultural resources beyond those already identified in the 2016 RTP/ SCS PEIR. The 2016 RTP/SCS PEIR determined that the development of new transportation and land use strategies may affect archaeological and paleontological resources, primarily through the disturbance of buried resources. Additionally, the development of transportation projects and land use strategies may affect historic architectural resources (structures 50 years or older), either through direct affects to buildings or through indirect affects to the area surrounding a resource if it creates a visually incompatible structure adjacent to a historic structure (see 2016 RTP/SCS PEIR pp ). The analysis in the previously certified 2016 RTP/SCS PEIR adequately addresses the range of impacts that could result from the proposed projects (as revised by the 2016 RTP/ SCS Amendment #1) at the program level. Thus, the incorporation of the proposed changes to the Project List would not result in any new significant impacts to cultural resources, or a substantial increase in the severity of impacts to cultural resources beyond those programmatically addressed in the 2016 RTP/SCS PEIR.

12 RTP/SCS I FINAL ADDENDUM #1 TO THE PROGRAM ENVIRONMENTAL IMPACT REPORT Table 5 SCAG Region Estimated Transportation Fuel Consumption Amendment #1 Year Billion Gallons per Year Fuel Consumed Thousand Gallons per Day ,564 Percentage under Existing 2040 Baseline , % Amendment #1* , % Original Plan , % SOURCE: SCAG transportation modeling, NOTE:*Calculation for Amendment #1 ENERGY Amendment #1 are not expected to cause any new or a substantial increase in the severity of significant impacts to energy beyond those already described in the previously certified 2016 RTP/SCS PEIR. The 2016 RTP/SCS would result in energy impacts as a result of increased energy demands for construction of transportation projects and development, increase energy demands for operation of the regional transportation system and the growing energy demand from anticipated growth and development associated with implementation of the 2016 RTP/SCS. The estimated transportation fuel consumption for the SCAG region (Table 5, SCAG Region Estimated Transportation Fuel Consumption Amendment #1) indicates that there is a slight increase of fuel consumption with the proposed changes to the 2016 RTP/SCS Project List identified in the 2016 RTP/SCS Amendment #1. The slight increase is not expected to cause any new or substantial impacts previously discussed in the certified 2016 RTP/SCS PEIR. As shown in the tables above, changes are minimal and insignificant when compared to the certified 2016 RTP/SCS PEIR. As such, the analysis in the 2016 RTP/SCS PEIR adequately addresses the range of impacts that could result from the proposed projects (as revised by the 2016 RTP/SCS Amendment #1) at the program level. Thus, incorporation of the proposed changes to the Project List, contained in the Amendment #1, would not result in any new significant impacts to aesthetics and views, or a substantial increase in the severity of impacts to energy beyond those programmatically addressed in the 2016 RTP/SCS PEIR. GEOLOGY AND SOILS Amendment #1 are not expected to cause any new or a substantial increase in the severity of significant impacts to geology and soils beyond those already identified in the 2016 RTP/ SCS PEIR. The 2016 RTP/SCS PEIR identified that damage to transportation infrastructure can result from geologic and seismic activity, such as surface rupture, ground shaking, subsidence, liquefaction, soil expansion and land-sliding. In addition work associated with implementation of the 2016 RTP/SCS could cause impacts such as soil erosion, ground instability and loss of mineral resources. However, incorporation of mitigation measures identified in the 2016 RTP/SCS PEIR would alleviate significant impacts associated with geological safety and mineral loss (see 2016 RTP/SCS PEIR pp ). The analysis in the previously certified 2016 RTP/SCS PEIR adequately addresses the range of impacts that could result from the proposed projects (as revised by the 2016 RTP/SCS Amendment #1) at the program level. Thus, the incorporation of the proposed changes to the Project List would not result in any new significant impacts to geology and soils, or a substantial increase in the severity of impacts to geology and soils beyond those programmatically addressed in the 2016 RTP/SCS PEIR GREENHOUSE GAS EMISSIONS AND CLIMATE CHANGE Amendment #1 are not expected to cause any new or a substantial increase in the severity of significant impacts to greenhouse gas emissions and climate change beyond those already identified in the 2016 RTP/SCS PEIR. Though lead agencies retain the discretion to determine thresholds of significance of GHG emissions, the 2016 RTP/SCS PEIR identifies three thresholds of significance: increase in GHG emissions compared to existing conditions, conflict with SB 375 GHG emission reduction targets and conflict with other applicable GHG reduction plans. The 2016-RTP/SCS Amendment #1 achieves and exceeds the SB375 per capita GHG reduction targets for the SCAG region. The 2016 RTP/SCS Amendment #1, which includes light and medium duty vehicles and heavy duty trucks, would result in an approximately daily decrease of 23 percent (similar to the original plan) in GHG emissions by 2040 and annual decrease of 24 percent, with the largest losses occurring in Los Angeles, Orange and Ventura Counties (Table 6, Greenhouse Gas Emissions from Transportation by County Amendment #1 and Table 7, Greenhouse Gas Emissions from Transportation by County Amendment #1).

13 FINAL ADDENDUM #1 TO THE PROGRAM ENVIRONMENTAL IMPACT REPORT 11 Table 6 Greenhouse Gas Emissions from Transportation by County Amendment #1 County CO 2 Emissions (ton/day) Base Year 2040 Plan 2040 Plan 2040 Plan** vs Base Year Imperial 3,768 3,459 3, , % Los Angeles 130, , , , % Orange 39,423 38,052 33, , % Riverside 32,454 33,045 33, , % San Bernardino 35,841 36,117 35, , % Ventura 10,239 9,796 8, , % Total (Amendment #1) 251, , , , % Total (Original Plan) 251, , , , % NOTE: *Light and medium duty vehicles and heavy duty truck **Calculation for Amendment #1 SOURCE: SCAG modeling, Table 7 Greenhouse Gas Emissions from Transportation by County Amendment #1 County CO 2e Emissions (million metric tons/year) Base Year 2040 Plan 2040 Plan 2040 Plan** vs Base Year Imperial % Los Angeles % Orange % Riverside % San Bernardino % Ventura % Total (Amendment #1) % Total (Original Plan) % NOTE: *Light and medium duty vehicles and heavy duty truck **Calculation for Amendment #1 SOURCE: SCAG modeling, 2016.

14 RTP/SCS I FINAL ADDENDUM #1 TO THE PROGRAM ENVIRONMENTAL IMPACT REPORT Table 8 Greenhouse Gas Emissions from On-Road Vehicles in the SCAG Region (Million Metric Tons Per Year) Amendment #1 On-Road Vehicles 2012 Based Year 2040 (Plan)** CO 2 CH 4 N 2O CO 2 CH 4 N 2O Light and Medium Duty Vehicles Heavy Duty Trucks Buses On-Road Vehicles (Subtotal) in CO On-Road Vehicles (Subtotal) in CO 2e * Total GHG Emissions from on-road vehicles in CO 2e (Amendment #1) * Total GHG Emissions from on-road vehicles in CO 2e (Original Plan) * SOURCE: SCAG Modeling, NOTE: *CO 2 was converted to CO 2e based on the Global Warming Potential (GWP): **Calculation for Amendment #1 Based on the analysis for the 2016 RTP/SCS Amendment #1, transportation emissions include on-road mobile sources (Table 8, Greenhouse Gas Emissions from On-Road Vehicles in the SCAG Region): light and medium duty vehicles, heavy duty trucks and buses. As shown on Table 8, the proposed changes from the 2016 RTP/SCS Amendment #1 project list would result in a slight increase of total GHG emissions from on road vehicles. Off-road emission sources include: rail, aviation and ocean going vessels (Table 9, Greenhouse Gas Emissions from Off-Road Vehicles in the SCAG Region Amendment #1 and Table 10, Greenhouse Gas Emissions from On-Road and Off-Road Sources in the Transportation Sector in the SCAG Region Amendment #1). Table 9 indicates that the proposed changes from the 2016 RTP/SCS Amendment #1 project list would result in similar total GHG emissions from off-road vehicles. According to Table 10, the proposed changes from the 2016 RTP/SCS Amendment #1 project list would result in slight increase (1.5 percent) in emissions for on-road and off-road vehicles. However this increase is minimal (1.5 percent) and would result in a 20 percent decrease in greenhouse gas emissions by 2040 compared to existing conditions (2012 Base Year).

15 FINAL ADDENDUM #1 TO THE PROGRAM ENVIRONMENTAL IMPACT REPORT 13 Table 9 Greenhouse Gas Emissions from Off-Road Vehicles in the SCAG Region (Million Metric Tons Per Year) Amendment #1 On-Road Vehicles 2012 Based Year 2040 (Plan)** CO 2 CH 4 N 2O CO 2 CH 4 N 2O Rail Aviation Ocean-going Vessel Off-Road Vehicles (Subtotal) in CO Off-Road Vehicles (Subtotal) in CO 2e * Total GHG Emissions from off-road vehicles in CO2e (Amendment #1) * Total GHG Emissions from off-road vehicles in CO2e (Original Plan) * SOURCE: SCAG Modeling, NOTE: *CO 2 was converted to CO 2e based on the Global Warming Potential (GWP): **Calculation for Amendment #1 Table 10 Greenhouse Gas Emissions from On-Road and Off-Road Sources in the Transportation Sector in the SCAG Region (Million Metric Tons Per Year) Amendment # Based Year 2040 (Plan)** Total GHG Emissions from on-road vehicles in CO 2e * Total GHG Emissions from off-road vehicles in CO 2e * All Transportation Sector (On-Road and Off-Road Vehicles) in CO2e* Amendment #1 vs Base Year -20.0% Original Plan vs Base Year -21.5% SOURCE: SCAG Modeling, NOTE: *CO 2 was converted to CO 2e based on the Global Warming Potential (GWP): **Calculation for Amendment #1

16 RTP/SCS I FINAL ADDENDUM #1 TO THE PROGRAM ENVIRONMENTAL IMPACT REPORT Table 11 Greenhouse Gas Emissions Summary for the SCAG Region Amendment #1 Area CO 2e Emissions (MMT CO 2e per year) 2012 Base Year 2020 Plan 2040 Plan 2040*** vs Transportation* % Building energy** % Water-related energy** % Total (Amendment #1) % Total (Original Plan) % NOTE: *On-road and off-road vehicles. **Scenario Planning Model is a scenario planning tool used for developing scenarios for the Plan during the scenario planning process to compare relative differences among scenarios. ***Calculation for Amendment #1 SOURCE: SCAG Modeling, As shown on Table 11, Greenhouse Gas Emissions Summary for the SCAG Region Amendment #1, the 2016 RTP/SCS and Amendment #1 would result in a net decrease of 16 Percent for building energy emissions when compared to existing conditions (2012 Base Year). As stated in the previously certified 2016 RTP/SCS PEIR, these three sectors account for approximately 70 percent of the total GHG emissions in the SCAG region. According to Table 11, the proposed changes from the 2016 RTP/SCS Amendment #1 project list would result in a slight increase (1 percent) in total GHG emissions from the transportation sector, including on-road and off-road vehicles. However this increase is considered minimal due to the fact that the overall per capita decrease (21 percent) in GHG emissions would remain the same (see Table 3-12, SB 375 Analysis Amendment #1). It is important to note that the Plan is not responsible for addressing sectors beyond transportation, building, water-related energy consumption and construction.

17 FINAL ADDENDUM #1 TO THE PROGRAM ENVIRONMENTAL IMPACT REPORT 15 Table 12 SB 375 Analysis Amendment # (Baseline) 2020 (Plan) 2035 (Plan) 2040 (Plan)**** Resident population (per 1,000) 17,161 19,060 21,125 21,766 CO 2 emissions (per 1,000 tons) 204.0* 203.7** 206.9** 206.6** Per capita emissions (pounds/day) % difference from Plan (2020) to Baseline (2005) 8%* % difference from Plan (2035) to Baseline (2005) 18%*** % difference from Plan (2040) to Baseline (2005) (Amendment #1) 21%*** % difference from Plan (2040) to Baseline (2005) (Original Plan) 21%*** NOTE: *Based on EMFAC2007 **Based on EMFAC2014 ***Included off-model adjustments for 2035 and 2040 ****Calculation for Amendment #1. SOURCE: SCAG modeling, 2016 As shown on Table 12, SB 375 Analysis Amendment #1, similar to the original plan (see 2016 RTP/SCS PEIR, Table , SB 375 Analysis) per capita CO2 emissions from cars and light duty trucks (only) from the 2016 RTP/SCS Amendment #1, would result in 19 pounds per day. The percent decrease would achieve the 8 percent emissions reduction target by 2020 for the region set by SB 375. By 2035, 19 pounds per day for per capita CO2 emissions would result from cars and light duty trucks (only). This represents an approximately 18 percent decrease in per capita CO2 emissions from 2005 to This 18 percent decrease would meet and exceed the 13 percent emissions reduction target set by CARB for Furthermore, although there is no per capita GHG emission reduction targets for passenger vehicles set by CARB for 2040, the Plan s GHG emission reduction trajectory shows that more aggressive GHG emission reductions are projected for The Plan would continue result in an estimated 21 percent decrease in per capita GHG emissions by By meeting and exceeding the SB 375 targets for 2020 and 2035, as well as achieving an approximately 21 percent decrease in per capita GHG emissions by 2040, the Plan is expected to fulfill and exceed its portion of SB 375 compliance with respect to meeting the State s GHG emission reduction goals. Amendment #1 would not conflict with SB 375 GHG emission reduction targets and would result in a less-than-significant impact and mitigation measures would not be required. Senate Bill (SB) 32 was signed into law on September 08, SB 32 codifies the 2030 target stated in Executive Order B (40% below 1990 levels by 2030). However, when the certified 2016 RTP/SCS PEIR was being prepared, SB 32 had not been passed. While the 2030 target is now mandated, CARB has not yet set a target for the transportation sector. As such, the approach taken in the 2016 RTP/SCS PEIR, i.e., analysis of the trajectory of GHG emissions reductions as a result of the 2016 RTP/SCS, is still appropriate. As stated in the certified 2016 RTP/SCS PEIR, the 2016 RTP/SCS is required to meet the GHG reduction targets set by CARB, i.e., 8% reduction by 2020 and 13% by 2035, both on per capita basis relative to 2005 levels. The GHG reduction trajectory of the 2016 RTP/SCS is consistent with and is more aggressive than the ARB GHG Reduction Target Trajectory for the SCAG region, as the Plan s trajectory shows aggressive GHG reductions between 2020 and 2040 (see Figure , SB 375 (per capita) Reduction Trajectory, 2016 RTP/ SCS PEIR). However, the new statewide 2030 target set forth under EO B suggests that an accelerated timeline would be necessary. In order to address the 2030 target, the 2016 RTP/SCS accelerates the reduction of GHG emissions such that by 2030, the Plan is expected to achieve a 14.7% reduction. This reduction would exceed SCAG s current target of 13% by The GHG reduction trajectory of the 2016 RTP/SCS is more aggressive than CARB s targets between 2020 and Additionally, the GHG reduction trajectory of the 2016 RTP/SCS beyond 2030 is consistent, if not more aggressive, with the accelerated pace established by SB 32. Further, it should be noted that the goals set forth by AB 32, SB 32 and the Executive Orders are intended to be achieved by all the responsible sectors. Because the 2016 RTP/SCS is demonstrated to meet more than its share of GHG emissions reductions, even on an accelerated schedule, the Plan is not in conflict with the State s longterm GHG emission reduction goals. Amendment #1 would result in the same GHG reduction trajectory as the original Plan and would also not be in conflict with the State s long term GHG emission reduction goals. The changes proposed in the 2016 RTP/SCS Amendment #1 would result in minimal changes to GHG emissions and would remain consistent with the findings stated in the certified 2016 RTP/SCS EIR.

18 RTP/SCS I FINAL ADDENDUM #1 TO THE PROGRAM ENVIRONMENTAL IMPACT REPORT As shown in the tables above, changes are minimal and insignificant when compared to the certified 2016 RTP/SCS PEIR. The analysis in the previously certified 2016 RTP/SCS PEIR adequately addresses the range of impacts that could result from the proposed projects (as revised by the 2016 RTP/SCS Amendment #1) at the program level. Thus, incorporation of the proposed changes to the Project List would not result in any new significant greenhouse gas emissions and climate change impacts or a substantial increase in the severity of greenhouse gas emissions and climate change impacts beyond those programmatically addressed in the 2016 RTP/SCS PEIR. HAZARDS AND HAZARDOUS MATERIALS Amendment #1 are not expected to cause any new or a substantial increase in the severity of significant impacts to hazards and hazardous materials beyond those already identified in the 2016 RTP/SCS PEIR. The 2016 RTP/SCS PEIR concluded that there would be potential hazards created due to the disturbance of contaminated property during implementation of the 2016 RTP/SCS and risk of accidental releases due to an increase in the transportation of hazardous materials and the potential for such releases to reach schools within one-quarter mile of transportation facilities affected by the 2016 RTP/SCS (see 2016 RTP/SCS PEIR pp ). The analysis in the previously certified 2016 RTP/SCS PEIR adequately addresses the range of impacts that could result from the proposed projects (as revised by the 2016 RTP/ SCS Amendment #1) at the program level. Thus, incorporation of the proposed changes to the Project List would not result in any new significant impacts to hazards and hazardous materials, or a substantial increase in the severity of impacts to hazards and hazardous materials beyond those programmatically addressed in the 2016 RTP/SCS PEIR. HYDROLOGY AND WATER QUALITY Amendment #1 are not expected to cause any new or a substantial increase in the severity of significant impacts to hydrology and water quality beyond those already identified in the 2016 RTP/SCS PEIR. The 2016 RTP/SCS would result in significant impacts to water quality standards and waste discharge requirements, groundwater supplies or interfere substantially with groundwater recharge, existing drainage patterns of the area, existing drainage patterns of the area, runoff water that would exceed the capacity of existing or planned stormwater drainage systems or providing substantial additional sources of polluted runoff but will have no impact on placing housing within a 100-year flood hazard area (see 2016 RTP/SCS PEIR pp ). The analysis in the previously certified 2016 RTP/SCS PEIR adequately addresses the range of impacts that could result from the proposed projects (as revised by the 2016 RTP/ SCS Amendment #1) at the program level. Thus, incorporation of the proposed changes to the Project List would not result in any new significant impacts to hydrology and water quality, or a substantial increase in the severity of impacts to hydrology and water quality beyond those programmatically addressed in the 2016 RTP/SCS PEIR. LAND USE AND PLANNING Amendment #1 are not expected to cause any new or a substantial increase in the severity of significant impacts to land use and planning beyond those already identified in the 2016 RTP/SCS PEIR. The 2016 RTP/SCS PEIR analyzed potential impacts of the RTP/SCS on land use and planning consistency and compatibility. The 2016 RTP/SCS PEIR concluded that implementation of major transportation projects and land use strategies included in the 2016 RTP/SCS has the potential to conflict with applicable land use plans, policies and regulations, physically divide established communities as result of creating real or perceived barriers to pedestrians, bicyclists and motorists and conflict with habitat conservation plans and natural community conservation plans (see 2016 RTP/SCS PEIR pp ). The analysis in the previously certified 2016 RTP/SCS PEIR adequately addresses the range of impacts that could result from the proposed projects (as revised by the 2016 RTP/ SCS Amendment #1) at the program level. Thus, incorporation of the proposed changes to the Project List would not result in any new significant impacts to land use and planning, or a substantial increase in the severity of impacts to land use and planning beyond those programmatically addressed in the 2016 RTP/SCS PEIR.

19 FINAL ADDENDUM #1 TO THE PROGRAM ENVIRONMENTAL IMPACT REPORT 17 MINERAL RESOURCES The proposed changes to the 2016 RTP/SCS Project List identified in the 2016 RTP/ SCS Amendment #1 are not expected to cause any new or a substantial increase in the severity of significant impacts to mineral resources beyond those already identified in the 2016 RTP/SCS PEIR. The 2016 RTP/SCS PEIR concluded that implementation of transportation projects included in the 2016 RTP/SCS could have the potential to result in loss of availability of a known mineral resource that would be of value to the region and the residents of the state and result in the loss of availability of a locally important mineral resource recovery site delineated on a local general plan, specific plan or other land use plan (see 2016 RTP/SCS PEIR pp ). The analysis in the previously certified 2016 RTP/SCS PEIR adequately addresses the range of impacts that could result from the proposed projects (as revised by the 2016 RTP/ SCS Amendment #1) at the program level. Thus, incorporation of the proposed changes to the Project List would not result in any new significant impacts to mineral resources, or a substantial increase in the severity of impacts to mineral resources beyond those programmatically addressed in the 2016 RTP/SCS PEIR. NOISE Amendment #1 are not expected to cause any new or a substantial increase in the severity of significant impacts to noise beyond those already identified in the 2016 RTP/SCS PEIR. Implementation of transportation projects in the 2016 RTP/SCS could potentially cause temporary or permanent increases in ambient noise levels and expose noise-sensitive land uses to noise increases in excess of acceptable levels. However, the assessment in the 2016 RTP/SCS PEIR Noise Chapter adequately evaluates these impacts across the SCAG region at the programmatic level and includes mitigation measures to be implemented at the project level (see 2016 RTP/SCS PEIR pp ). Impacts from the proposed projects identified in this Amendment would be expected to fall within the range of impacts previously identified in the 2016 RTP/SCS PEIR. The analysis in the previously certified 2016 RTP/SCS PEIR adequately addresses the range of impacts that could result from the proposed projects (as revised by the 2016 RTP/ SCS Amendment #1) at the program level. Thus, incorporation of the proposed changes to the Project List would not result in any new significant noise impacts or a substantial increase in the severity of noise impacts beyond those programmatically addressed in the 2016 RTP/SCS PEIR. POPULATION, HOUSING AND EMPLOYMENT Amendment #1 are not expected to cause any new or a substantial increase in the severity of significant impacts to population, housing and employment beyond those already identified in the 2016 RTP/SCS PEIR. The 2016 RTP/SCS PEIR analyzed potential impacts to population growth and current residential and business land uses that could occur upon implementation of the RTP/SCS. The 2016 RTP/SCS PEIR concluded that the Plan would result in significant impacts and significant cumulative impacts, including substantial induced population growth in areas adjacent to transit, displacement of existing businesses and homes, separation of residences from community facilities and services and impacts on vacant natural lands. The 2016 RTP/SCS PEIR also concluded that the plan would result in indirect significant impacts, including increased population distribution that is expected to occur due to the transportation investments and land use policies identified in the 2016 RTP/SCS (see 2016 RTP/SCS PEIR pp ). The proposed changes stated in Amendment #1, would not cause any population growth, nor would it affect housing and employment. As such, the analysis in the previously certified 2016 RTP/SCS PEIR adequately addresses the range of impacts that could result from the proposed projects (as revised by the 2016 RTP/SCS Amendment #1) at the program level. Therefore, incorporation of the proposed changes to the Project List would not result in any new significant impacts to population, housing and employment, or a substantial increase in the severity of impacts to population, housing and employment beyond those programmatically addressed in the 2016 RTP/SCS PEIR.