Exhibit J: Other City Correspondence

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1 Exhibit J: Other City Correspondence Case No: CPC GPA SP For consideration by the City Planning Commission February 14, 2013

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4 CITY OF LOS ANGELES CALIFORNIA Jaime de la Vega GENERAL MANAGER DEPARTMENT OF TRANSPORTATION 100 South Main Street, 10th Floor Los Angeles, California (213) FAX (213) ANTONIO R. VILLARAIGOSA MAYOR January 22, 2013 Diego Alvarez Program Director, Specific Plan Amendment Study Los Angeles World Airports, Facilities Planning Division 1 World Way Los Angeles, California Subject: LADOT COMMENTS ON THE TRAFFIC IMPACT ASSESSMENT FOR THE DRAFT ENVIRONMENTAL IMPACT REPORT (DEIR) FOR LAX SPECIFIC PLAN AMEDMENT STUDY (SPAS) (STATE CLEARINGHOUSE (SCH) NO ) Dear Mr. Alvarez: This letter provides the initial assessment from the Los Angeles Department of Transportation (LADOT) to Los Angeles World Airports (LAWA) regarding the traffic impact analysis component of the LAX Specific Plan Amendment Study. Thank you for providing LADOT with the opportunity to provide feedback on the potential traffic impacts of the LAX Master Plan program and LAX Specific Plan Amendment Study. If you have any questions, please call me or Eddie Guerrero at (213) Sincerely, Sean Haeri Senior Transportation Engineer Attachments AN EQUAL EMPLOYMENT OPPORTUNITY AFFIRMATIVE ACTION EMPLOYER

5 Diego Alvarez January 22, 2013 c: Councilmember Bill Rosendahl, Eleventh Council District Borja Leon, Deputy Mayor David Weintraub, LADCP Pat Tomcheck, Los Angeles World Airports Jay Kim, Eddie Guerrero, Randall Tanijiri, LADOT LADOT Western District Office Michael Patonai, LABOE Tony Skidmore, CDM

6 Diego Alvarez January 22, 2013 LADOT ASSEMENT LETTER FOR THE DRAFT ENVIROFNMENTAL IMPACT REPORT (DEIR) FOR LAX SPECIFIC PLAN AMEDMENT STUDY (SPAS) SUMMARY LADOT concurs with the technical methodology used by LAWA and its consultants to identify potential traffic impacts as well as proposed mitigations. Six of nine alternatives (i.e. alternative with changes beyond airfield improvements) result in a net trip increase above the 2009 baseline. These same alternatives include some potential impacts that can be mitigated as well as other potential impacts that cannot be mitigated. Since project level environmental impact reports (EIR) will be completed for specific components in the LAX Master Plan program, additional mitigations may be identified at that time that may reduce the number of potential traffic impacts that cannot be mitigated. DISCUSSION AND FINDINGS Traffic Impact Analysis The traffic impact analysis, prepared by Fehr & Peers, includes 200 intersections for detailed analysis. The key elements of the traffic impact analysis are summarized below. Trip Generation The identified trip generation totals for each of the study alternatives, AM / PM / MID peak hours respectively, is summarized in Attachment A (Project Report, Table ). The daily net trip increase, for each of the reviewed alternatives, above the study baseline (2009) is summarized below: Net Trip Increase Above 2009 Baseline Peak Hour Alts 1-2 Alt 3 Alt 4 Alt 8 Alt 9 AM 5,382 4,732 5,129 5,196 4,873 MID 6,172 5,562 5,976 5,974 5,621 PM 5,877 5,188 5,698 5,774 5,424 Because alternatives 5, 6, and 7 contain only varying airfield improvement options there is no associated trip generation.

7 Diego Alvarez January 22, 2013 Traffic Impacts Out of the 200 intersections reviewed for this study, the traffic impact analysis has identified as many as 56 locations, depending upon the alternative selected, that could potentially be significantly impacted under the 2025 full build-out scenario. A summary of the total impacts under each scenario is provided in the tables below: OVERALL PROJECT IMPACTS Impacts Alt 1-2 Alt 3* Alt 4 Alt 8 Alt 9 Mitigated Un-Mitigated Total IMPACTS WITHIN THE CITY OF LOS ANGELES Impacts Alt 1-2 Alt 3* Alt 4 Alt 8 Alt 9 Mitigated Un-Mitigated Total * LAX Master Plan Alternative D Intersection Improvements Of the 200 intersections studied, the project could potentially result in a significant traffic impact at as many as 56 locations, depending upon the alternative considered. Since the existing roadway infrastructure is not expected to effectively accommodate the Project trips, an appropriate mix of transportation improvements is necessary to fully or partially mitigate these impacts. The results of the various proposed alternatives and associated transportation mitigation measures are also shown in Attachment B (Project Report, Tables through and through ), which summarizes the benefit of the improvements on the study intersections in terms of volume to capacity (V/C) ratio. Under the Future 2025 analysis, Alternative 3 would have the fewest potential significant impacts after mitigation with 37. The potential significant impact total after mitigation under Alternatives 1 and 2 has been determined to be 39. Alternatives 8 and 9 would have the greatest number of potential significant impacts after mitigation with 42. If Alternative 9 is selected as the preferred project alternative, although 42 intersections remain significantly impacted, there are partial mitigations at 9 locations that are feasible.

8 Diego Alvarez January 22, 2013 Mitigation Phasing Plan In addition to the recommended mitigation program (detailed under section of the study report) enclosed as Attachment C, the project should also include a detailed Mitigation Phasing Plan. In parallel with the findings and recommendations provided by LADOT in response to the original LAX Master Plan study, the Mitigation Phasing Plan will ensure that the full build-out of the Specific Plan does not take place until all of the required transportation improvements are implemented in a timely fashion. The phasing plan should maintain an appropriate balance between the incremental level of development and corresponding incremental provision of transportation capacity / enhancements. Prior to the issuance of any certificate of occupancy for a sub-phase, the required improvements of the previous sub-phase must be implemented in accordance with the Phasing Plan to the satisfaction of LADOT and Bureau of Engineering. Also, prior to the issuance of the final certificate of occupancy in the final sub-phase, all required improvements in the entire mitigation phasing plan shall be funded, completed, or resolved to the satisfaction of LADOT. To address the potential for changes to the project implementation schedule or other unforeseen circumstances, the Phasing Plan may need to be modified in the future to adjust the mitigation sequencing. Any changes to the mitigation Phasing Plan shall be subject to further review and approval by LADOT in coordination with LAWA. It is also recommended that LAWA, in consultation with LADOT and Caltrans, investigate potential regional solutions to freeway mainline congestion. In the event that freeway system improvements above and beyond what have already been explored or programmed (like the I-405 High Occupancy Vehicle Lane project) cannot be identified, it may be necessary to explore improvements to key regionally-significant roadways to provide airport-bound motorists with additional and enhanced arterial route choices. One example may be the grade-separating key intersections along the La Cienega corridor, which may help to relieve the delays that are expected to increase along the I- 10 to I-405 route to the airport. All transportation improvements and associated traffic signal work within the City of Los Angeles must be guaranteed through the B-Permit process of the Bureau of Engineering, prior to issuance of any building permit and completed prior to issuance of any certificate of occupancy in accordance to an LADOT approved Mitigation Phasing Plan, to the satisfaction of LADOT and the Bureau of Engineering. Temporary certificates of occupancy may be granted in the event of any delay through no fault of the applicant, provided that, in each case, the applicant has demonstrated reasonable efforts and due diligence to the satisfaction of LADOT. All improvements along state highways and at freeway ramps require approval from the State of California Department of Transportation (Caltrans). An encroachment permit must be obtained from Caltrans for each of these improvements before issuance of any

9 Diego Alvarez January 22, 2013 building permits, to the satisfaction of Caltrans, LADOT, and the Bureau of Engineering. Additionally, improvements proposed in the Marina Del Rey area are subject to review and approval by the County of Los Angeles Department of Public Works. Voluntary Roadway Improvement In addition to the recommended mitigation program (detailed under section of the study report) enclosed as Attachment C, when the Manchester Square property is developed for airport facility use, LAWA has agreed to voluntarily widen the following streets along the airport-owned property frontage to achieve a Major Highway Class II standard roadway width of 80 feet curb-to-curb, along with 12 foot-wide sidewalks at the following locations: Arbor Vitae Street, between Aviation Boulevard and La Cienega Boulevard Aviation Boulevard, between Arbor Vitae Street and Century Boulevard La Cienega Boulevard, between Arbor Vitae Street and I-405 Ramps north of 99 th Street. In addition, LAWA has agreed to voluntarily widen the following street to achieve a roadway width of 99 feet curb-to-curb, along with a 12-foot-wide sidewalks fronting the airport property: La Cienega Boulevard between the I-405 Ramps n/o 99 th Street to 75 feet north of the centerline of 99 th Street. Congestion Pricing Study In addition to the above voluntary improvements, LAWA has agreed to finance a study to be performed by outside consultants on congestion pricing strategies that could be implemented at or near LAX. The study will be performed in consultation with LADOT, identify congestion pricing alternatives; estimate the congestion relief benefits and revenue generation of each alternative. Coastal Transportation Corridor Specific Plan The proposed project is located within the boundaries of the Coastal Corridor Specific Plan, Ordinance No. 168,999. The Applicant must comply with all provisions of the Specific Plan including, if applicable, and in accordance with local, state and federal law, the payment of Transportation Impact Assessment (TIA) fees, highway dedication and improvements, and guarantee of mitigation measures before the issuance of building permits.

10 Diego Alvarez January 22, 2013 Westside Mobility Study The Westside Mobility Plan Project is a comprehensive study being conducted by LADOT, in cooperation with various stakeholders, to develop potential short-term solutions as well as long-term plans to address congestion and mobility challenges within the West L.A. and Coastal Corridor Transportation Specific Plan areas. If approved by the Mayor and City Council, the Westside Mobility Study will identify a series of local and regional transportation improvement projects that could potentially mitigate, either partially or fully, intersection impacts identified in the LAX SPAS DEIR. To the extent that the approved plan places requirements on new development in the study area which includes LAX then LAWA will be required to comply with those requirements for LAX Master Plan program components requiring project-level approvals. Project Design / Queuing Analysis As discussed under the original Master Plan review, LADOT should be consulted early in the advanced planning and design process of key infrastructure features. If the final project design includes the consideration of access to/from the ITC, the GTC, the consolidated Rental Car facility, or the Commercial Vehicle Holding Area, it is recommended that queuing analyses subject to review and approval by LADOT, be conducted. The queuing analysis will assist in determining the need for future traffic signals, intersection turn lanes, acceleration and deceleration lanes, and necessary transition lengths. The private airport roadways shall be designed in a manner to provide adequate merge/weave distances, lane storage capacities and turn radii to avoid queuing and spill-over problems onto the public roadway system. As discussed under the original Master Plan Review, the inclusion of an automated people mover (APM) system in the final project concept should be optimally designed and constructed to minimize disruption and vehicle delay on the public roadway and transit system. The APM system should be grade separated so that there are no atgrade crossings of public roadways. Furthermore, to avoid unnecessary passenger delays due to temporary APM service disruptions, backup service plans should be developed. Also, parking and driveway plans for the consolidated Rental Car (RAC) facility should be designed to comply with LADOT standards and to minimize any possible conflicts between users of the RAC facility and users of the abutting street system. Site plans for the RAC facility are subject to review and approval by both LADOT and the Bureau of Engineering.

11 Diego Alvarez January 22, 2013 Intelligent Transportation Systems Irrespective of the final project concept, the application of Intelligent Transportation Systems (ITS) should play a key role in the overall modernization of the airport. The continued advancement of smart technologies in ITS strategies can provide improved incident management and route guidance for airport-bound motorists. An affective ITS program will also help to appropriately direct airport-bound traffic on the principal roadways designed to carry heavy volumes of traffic and off of the local residential streets. Therefore, in accordance with this objective, it is LADOT s recommendation that LAWA continue its commitment to the development of an information technology system the LAWA employees and the general public can utilize with consumer electronics that will provide real-time information for travel to and from LAX. Airport Metro Connector It is acknowledged that Metro in close coordination with LAWA is currently studying various transit connection options that would connect the proposed Automated People Mover (APM) to the Metro rail stations that serve the Crenshaw Line and the Green Line. Three transit/apm connection location options have been proposed by LAWA as follows: 1. West of Sepulveda Boulevard on east end of terminal area; 2. Intermodal Transportation Facility south of Parking Lot C; or 3. Future Crenshaw / LAX / Metro Green Line rail station at Aviation and Century Boulevards. LADOT fully supports and recommends the construction of a transit /APM between LAX and the Crenshaw Line and Green Line. The final project definition will be determined during the project-level EIR and design process. Additional Recommendations Since potential amendments to the LAX Specific Plan are being considered pursuant to a Program Level DEIR, several detailed design matters have not been addressed. It is during the development of engineering plans that the feasibility and phasing of key infrastructure improvement proposals can be determined. As such, LADOT and the Department of Public Works should be consulted in the preparation and evaluation of the final designs of key transportation elements of any selected Preferred Alternative. Whichever final project alternative is selected, it is LADOT s further recommendation that LAWA staff, in consultation with LADOT, develop trip monitoring and management strategies to reduce the airport-bound vehicle trips.

12 Diego Alvarez January 22, 2013 BACKGROUND The project, located within the boundaries of the Coastal Transportation Corridor Specific Plan (Ordinance No. 168,999), serves to identify and evaluate potential alternatives to certain components of the LAX Master Plan program, referred to as the Yellow Light Projects. The nine SPAS alternatives addressed in the Draft EIR include one alternative that provides for the implementation of all Yellow Light projects, one alternative that proposes none of the Yellow Light projects, and seven (7) alternatives that propose various options to the Yellow Light projects. Listed below is a brief description of the various study alternatives. Alternative 1 Move runway 6L/24R 260 feet north, add centerfield taxiway, improve ground access. Alternative 2 No increased runway separation, no centerfield taxiway, improve ground access. Alternative 3 Considered the CEQA No Project alternative because is would implement the LAX Master Plan Alt D package (move runway 6L/24R 340 feet south), add centerfield taxiway, close CTA to traffic, improve ground access. Alternative 4 Considered the No Project alternative because it would implement the LAX Master Plan Alt D without the Yellow Light projects or any of the SPAS alternatives; no airfield improvements, build consolidated rental car facility (CONRAC) in Lot C, no other ground access improvements. Alternative 5 Move runway 6L/24R 350 feet north, add centerfield taxiway. Alternative 6 Move Runway 6L/24R 100 feet north, add Centerfield Taxiway. Alternative 7 Move Runway 6L/24R 100 feet south, add Centerfield Taxiway. Alternative 8 Build CONRAC in Manchester Square, improve ground access with busway. Alternative 9 Build CONRAC in Manchester Square, improve ground access with automated people mover (APM). A complete overview of the study alternatives is covered under sections through of the SPAS report. Consistent with the LAX Master Plan Program (MPP), the potential alternative designs, technologies and configurations of the SPAS project (that would provide solutions to the

13 Diego Alvarez January 22, 2013 problems that the LAX MPP Yellow Light Projects were designed to address), were reviewed against the defined practical capacity of 78.9 million annual passengers (MAP).

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