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Honda Center Enhancement Project Draft EIR City of Anaheim Page 6-1 6. Significant Unavoidable Adverse Impacts Chapter 1, Executive Summary, contains Table 1-4, which summarizes the impacts, mitigation measures, and levels of significance before and after mitigation. While mitigation measures would reduce the level of impact, the following impacts would remain significant, unavoidable, and adverse after mitigation measures are applied. 6.3.1 Air Quality Impact 5.1-3 Measure 2-1 through 2-3 would reduce criteria air pollutant emissions to the extent feasible. However, the effectiveness of these mitigation measures is uncertain and cannot be quantified. Therefore, regional criteria air pollutant emissions impacts would remain significant and unavoidable. 6.3.2 Greenhouse Gas Emissions Impact 5.2-1 As described previously, Honda Center would need to reduce GHG emissions by 1,819 MTons in order to achieve an efficiency metric of 4.8 MTons per service population. Mitigation Measure 2-1 through 2-3 would reduce GHG emissions to the extent feasible. However, the effectiveness of these mitigation measures is uncertain and cannot be quantified. Therefore, GHG emissions impacts would remain significant and unavoidable. 6.3.3 Transportation and Traffic Impact 5.5-1 To assess the traffic impacts associated with the Proposed Project a total of five scenarios under three horizon years were considered, as outlined below: 2011 Baseline Analytical Project Direct Impacts Scenario: 1) 2011 Baseline (No Events) 2) 2011 Baseline with Average Attendance Honda Center Event1 3) 2011 Baseline with Average Attendance Honda Center Event and Concurrent Angel Stadium Event2 4) 2011 Baseline with Project3 1 Average Attendance Honda Center Event is assumed to be an average attendance event or 11,264 seats as described in the September 2, 2011 Notice of Preparation of a Draft Environmental Impact Report No. 344 for Honda Center Enhancement Project. Traffic forecasts are adjusted accordingly from April 6, 2011 event traffic counts. 2 Angel Stadium Event is assumed to be an average Angel Stadium baseball game attendance of 29,402 based on year 2010 season attendance figures provided by the City of Anaheim. Traffic conditions are adjusted accordingly from traffic counts taken for the August 24, 2011 event. ---PAGE BREAK--- 6. Significant Unavoidable Adverse Impacts Page 6-2 The Planning CenterIDC&E January 2012 5) 2011 Baseline with Project and Concurrent Angel Stadium Event 2013 Opening Year Analytical Impacts Scenario and Near-Term Impacts Scenario: 1) 2013 Opening Year (No Events) 2) 2013 Opening Year with Average Attendance Honda Center Event 3) 2013 Opening Year with Average Attendance Honda Center Event and Concurrent Angel Stadium Event 4) 2013 Opening Year with Project 5) 2013 Opening Year with Project and Concurrent Angel Stadium Event 2030 Future Year Long-Term Impacts Scenario (General Plan Buildout): 1) 2030 Future Year (No Events) 2) 2030 Future Year with Average Attendance Honda Center Event 3) 2030 Future Year with Average Attendance Honda Center Event and Concurrent Angel Stadium Event 4) 2030 Future Year with Project 5) 2030 Future Year with Project and Concurrent Angel Stadium Event Upon completion of the traffic conditions assessment for each scenario above, Project impacts and mitigation were identified through an evaluation of the following three comparisons of with and without Project conditions: 1) No Events vs. Project 2) Average Attendance Honda Center Event vs. Project 3) Average Attendance Honda Center Event and Concurrent Angel Stadium Event vs. Project and Concurrent Angel Stadium Event 2011 Baseline Conditions The traffic study determined that five intersections and one freeway ramp are significantly impacted by the proposed project under the 2011 Baseline conditions. Mitigation measures have been identified and proposed for these impacted locations under each of the comparison scenarios and are presented in Table 5.5-46. Feasible mitigation has been identified for the following intersections and impacts are mitigated to a less than significant level: SR-57 Southbound Ramps / Ball Road Douglass Road / Katella Avenue Impacts were also identified under Comparison 3 at the following intersections: State College Boulevard / Katella Avenue SR-57 Southbound Ramps / Katella Avenue SR-57 Northbound Ramps / Katella Avenue Douglass Road / Katella Avenue 3 Project is assumed to be an 18,900 seat sold out capacity condition. Traffic forecasts are adjusted accordingly from April 6, 2011 event traffic counts. ---PAGE BREAK--- 6. Significant Unavoidable Adverse Impacts Honda Center Enhancement Project Draft EIR City of Anaheim Page 6-3 Comparison 3 involves simultaneous events at the Honda Center and Angel Stadium. Simultaneous events occurring at Honda Center due to the Proposed Project and at Angel Stadium known as “concurrent events” are anticipated to be infrequent and only occur a limited number of times throughout the year. Although, some of the physical traffic improvements/mitigation listed in Comparison 3 may be considered feasible; the mitigation necessary to maintain acceptable levels of service for Comparison 3 would require substantial right-of-way acquisition and funding, and result in numerous impacts to adjacent private properties and land uses. In addition, these improvements would conflict with the City's General Plan and Platinum Triangle Master Land Use Plan goals and policies to provide a pedestrian-friendly, transit-oriented environment within the Platinum Triangle. As a result, the City of Anaheim has determined that it is economically, socially, and technologically infeasible to implement the mitigation measures associated with Comparison 3. Caltrans Facilities In addition, one additional impact for Comparison 3 was identified the following Freeway Ramp under the jurisdictional control of Caltrans: SR-57 Southbound Off-Ramp to Katella Avenue A mitigation measure to mitigate this impact was identified in Table 5.5-46. However, as stated above, Comparison 3 involves simultaneous events at the Honda Center and Angel Stadium. Simultaneous events occurring at Honda Center due to the Proposed Project and at Angel Stadium known as “concurrent events” are anticipated to be infrequent and only occur a limited number of times throughout the year. Although, some of the physical traffic improvements/mitigation listed in Comparison 3 may be considered feasible; the mitigation necessary to maintain acceptable levels of service for Comparison 3 would require substantial right-of-way acquisition and funding, and result in numerous impacts to adjacent private properties and land uses. In addition, these improvements would conflict with the City's General Plan and Platinum Triangle Master Land Use Plan goals and policies to provide a pedestrian-friendly, transit-oriented environment within the Platinum Triangle. As a result, the City of Anaheim has determined that it is economically, socially, and technologically infeasible to implement the mitigation measures associated with Comparison 3. Inasmuch as the primary responsibility for approving and/or completing certain improvements to Caltrans Facilities lies with an agency other than the City of Anaheim Caltrans), there is the potential that significant impacts may not be fully mitigated if such improvements are not completed for reasons beyond the City of Anaheim’s control the City of Anaheim cannot undertake or require improvements outside of Anaheim’s jurisdiction or the City cannot construct improvements in the Caltrans right-of-way without Caltrans approval). Consequently, the impact at this location would remain significant and unavoidable. 2013 Opening Year Conditions The study determined that the same locations with project impacts under the 2011 Baseline conditions continue to experience project impact under the 2013 Opening Year conditions. Mitigation measures have been identified and proposed for these impacted locations under each of the comparison scenarios and are presented in Table 5.5-47. Feasible mitigation has been identified for the following intersections and impacts are mitigated to a less than significant level: SR-57 Southbound Ramps / Ball Road Douglass Road / Katella Avenue ---PAGE BREAK--- 6. Significant Unavoidable Adverse Impacts Page 6-4 The Planning CenterIDC&E January 2012 Impacts were also identified under Comparison 3 at the following intersections: State College Boulevard / Katella Avenue Sunkist Street / Ball Road SR-57 Southbound Ramps / Katella Avenue SR-57 Northbound Ramps / Katella Avenue Douglass Road / Katella Avenue Comparison 3 involves simultaneous events at the Honda Center and Angel Stadium. Simultaneous events occurring at Honda Center due to the Proposed Project and at Angel Stadium known as “concurrent events” are anticipated to be infrequent and only occur a limited number of times throughout the year. Although, some of the physical traffic improvements/mitigation listed in Comparison 3 may be considered feasible; the mitigation necessary to maintain acceptable levels of service for Comparison 3 would require substantial right-of-way acquisition and funding, and result in numerous impacts to adjacent private properties and land uses. In addition, these improvements would conflict with the City's General Plan and Platinum Triangle Master Land Use Plan goals and policies to provide a pedestrian-friendly, transit-oriented environment within the Platinum Triangle. As a result, the City of Anaheim has determined that it is economically, socially, and technologically infeasible to implement the mitigation measures associated with Comparison 3. Caltrans Facilities In addition, one additional impact for Comparison 3 was identified the following Freeway Ramp under the jurisdictional control of Caltrans: SR-57 Southbound Off-Ramp to Katella Avenue A mitigation measure to mitigate this impact was identified in Table 5.5-47. However, as state above, Comparison 3 involves simultaneous events at the Honda Center and Angel Stadium. Simultaneous events occurring at Honda Center due to the Proposed Project and at Angel Stadium known as “concurrent events” are anticipated to be infrequent and only occur a limited number of times throughout the year. Although, some of the physical traffic improvements/mitigation listed in Comparison 3 may be considered feasible; the mitigation necessary to maintain acceptable levels of service for Comparison 3 would require substantial right-of-way acquisition and funding, and result in numerous impacts to adjacent private properties and land uses. In addition, these improvements would conflict with the City's General Plan and Platinum Triangle Master Land Use Plan goals and policies to provide a pedestrian-friendly, transit-oriented environment within the Platinum Triangle. As a result, the City of Anaheim has determined that it is economically, socially, and technologically infeasible to implement the mitigation measures associated with Comparison 3. Inasmuch as the primary responsibility for approving and/or completing certain improvements to Caltrans Facilities lies with an agency other than the City of Anaheim Caltrans), there is the potential that significant impacts may not be fully mitigated if such improvements are not completed for reasons beyond the City of Anaheim’s control the City of Anaheim cannot undertake or require improvements outside of Anaheim’s jurisdiction or the City cannot construct improvements in the Caltrans right-of-way without Caltrans approval). Consequently, the impact at this location would remain significant and unavoidable. ---PAGE BREAK--- 6. Significant Unavoidable Adverse Impacts Honda Center Enhancement Project Draft EIR City of Anaheim Page 6-5 2030 Future Year Conditions The traffic study determined that implementation of the proposed project results in significant impact at 25 study intersections, seven study arterial segments, five study freeway weaving segments, and five study freeway ramps under the 2030 Future Year conditions. Mitigation measures have been identified and proposed for all these impacted locations under each of the comparison scenarios and are presented in Table 5.5-48. Feasible mitigation has been identified for the following intersections and impacts are mitigated to a less than significant level: Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue Lewis Street / Katella Avenue State College Boulevard / Gateway Center Drive Sportstown / Katella Avenue Chapter 7 of the traffic study contains an extensive review of proposed mitigation and feasibility. For the reasons stated therein, the City of Anaheim has determined that all other proposed mitigation identified in Table 5.5-48 is infeasible due for the reasons stated Chapter 7 of the traffic study and summarized in Section 5.5.7.1 of this Draft Environmental Impact Report. In addition, Comparison 3 involves simultaneous events at the Honda Center and Angel Stadium. Simultaneous events occurring at Honda Center due to the Proposed Project and at Angel Stadium known as “concurrent events” are anticipated to be infrequent and only occur a limited number of times throughout the year. Although, some of the physical traffic improvements/mitigation listed in Comparison 3 may be considered feasible; the mitigation necessary to maintain acceptable levels of service for Comparison 3 would require substantial right-of-way acquisition and funding, and result in numerous impacts to adjacent private properties and land uses. In addition, these improvements would conflict with the City's General Plan and Platinum Triangle Master Land Use Plan goals and policies to provide a pedestrian-friendly, transit-oriented environment within the Platinum Triangle. As a result, the City of Anaheim has determined that it is economically, socially, and technologically infeasible to implement the mitigation measures associated with Comparison 3. City of Orange Table 5.5-48 identifies impacts and proposed mitigation at the following City of Orange intersections and segments: State College Boulevard / Orangewood Avenue State College Boulevard / I-5 Northbound Ramps State College Boulevard / The City Drive / Chapman Avenue Katella Avenue / Struck Avenue Main Street / Katella Avenue SR-55 Southbound Ramps / Katella Avenue Katella Avenue - Struck Avenue to Main Street Katella Avenue - Main Street to Batavia Street Main Street n - Katella Avenue to Struck Avenue ---PAGE BREAK--- 6. Significant Unavoidable Adverse Impacts Page 6-6 The Planning CenterIDC&E January 2012 Although recommended, not all identified improvements are feasible due to a number of reasons such as the inability to undertake right-of-way acquisitions as a matter of policy to preserve existing businesses, environmental constraints, or jurisdictional consideration. In addition, although cost estimates have not been completed at this time, it is anticipated that a number of improvements would be economically infeasible due to the anticipated costs of some of the improvements. Inasmuch as the primary responsibility for approving and/or completing certain improvements located outside of Anaheim lies with an agency other than the City of Anaheim City of Orange), there is the potential that significant impacts may not be fully mitigated if such improvements are not completed for reasons beyond the City of Anaheim’s control the City of Anaheim cannot undertake or require improvements outside of Anaheim’s jurisdiction). Should that occur, the project’s traffic impact would remain significant. Tables 5.5-48 present mitigation measures identified through analysis of the Proposed Project traffic impacts, including those locations that are expected to remain significant due to infeasibility. Consequently, Impact 5.5-1 would remain significant and unavoidable. Caltrans Facilities As identified in Impact 5.5-1, there are several deficiencies to Caltrans facilities. A summary of impacts and mitigation strategies for impacted Caltrans’s facilities are shown in Tables 5.5-46 through 5.5-48. Deficient freeway segments within the study area fall under two categories of impacts, project related impacts and cumulative deficiency impacts. Improvements beyond the planned system improvements would be required to maintain an acceptable LOS for the State Highway System. Potential improvement measures would include the addition of one, two, or three lanes to freeway mainline segments. However, capacity improvements to the freeway mainline are not feasible improvement options at a project-level. Caltrans has not identified any further improvements through a Corridor Study beyond those already assumed in the buildout analysis for I-5 and SR-57, and the City has no control over State facilities. Additional capacity improvements are infeasible due to physical, right-of-way, and other environmental constraints. For example, the expansion of the identified freeway segments would involve significant right-of-way acquisition, which would involve either the acquisition of residences and/or businesses, or this would involve bringing the freeway facilities close to such residences and businesses. Potential improvements to reduce weaving impacts include the implementation of an auxiliary lane within the weaving area to improve operations although this does not satisfy the capacity needs of the corresponding and adjacent mainline segment. Standard capacity improvements, through the addition of one or more lanes on the freeway ramps, will not necessarily result in acceptable ramp operations for ramps that are forecast to operate deficiently. The density of the ramps is influenced by both the mainline and ramp volume, therefore, the traffic on the mainline must be reduced or the capacity of the mainline facility must be enhanced through the addition of an auxiliary lane to improve freeway ramp performance. Although recommended, not all identified improvements are feasible due to a number of reasons such as the inability to undertake right-of-way acquisitions as a matter of policy to preserve existing businesses, environmental constraints, or jurisdictional consideration. In addition, although cost estimates have not been completed at this time, it is anticipated that a number of improvements would be economically infeasible due to the anticipated costs of some of the improvements. Inasmuch as the primary responsibility for approving and/or completing certain improvements located outside of Anaheim lies with an agency other than the City of Anaheim Caltrans), there is the potential that significant impacts may not be fully mitigated if such improvements are not completed for reasons beyond the City of Anaheim’s control the City of Anaheim cannot undertake or require improvements outside of Anaheim’s jurisdiction or the City cannot construct improvements in the Caltrans right-of-way without Caltrans approval). Should that occur, the project’s traffic ---PAGE BREAK--- 6. Significant Unavoidable Adverse Impacts Honda Center Enhancement Project Draft EIR City of Anaheim Page 6-7 impact would remain significant. Tables 5.5-46 through 5.5-48 present mitigation measures identified through analysis of the Proposed Project traffic impacts, including those locations that are expected to remain significant due to infeasibility. Consequently, Impact 5.5-1 would remain significant and unavoidable. ---PAGE BREAK--- 6. Significant Unavoidable Adverse Impacts Page 6-8 The Planning CenterIDC&E January 2012 This page intentionally left blank.