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5.10 Land Use and Planning
City of Orange Recreational Trails Master Plan
The proposed project would be consistent with the existing City Recreational Trails Master Plan. Table ,
5.10-3, Project Consistency with the City Master Plan for Trails outlines the proposed project's �
consistency with each goa.l and policy of the City's Master Plan.
The remainder of this page left intentionally blank.
Page 5.10-88 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
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5.10 Land Use and Planning
City of Orange Zoning Designations
The proposed project proposes to change the existing zoning district classification. The proposed change
of zones from Sand and Gravel (S-G) and Single-Family Residential -8,000 s.£ (R-1-8) to Planned
Community (PC) would be consistent with the proposed General Plan Amendment. According to the
Orange Municipal Code Chapter 17.26, the PC designation allows for a more efficient use of land and a
better community environment by utilizing more imaginative and innovative planning concepts than
would be possible under conventional and current zoning. With the implementation of PDF LUP-4, the
proposed project would amend the City's General Plan and change project site zoning designations to
eliminate potential confli cts with any applicable land use plan, policy, or regulation adopted for the
purpose of avoiding or rr►itigating an environmental effect. With the approval of the change in zoning
classification, the proposed project would be consistent with the City's Zoning Code. Therefore, a less
than significant impact would occur and no mitigation measures are required.
City of Orange Affordalble Housing Plan
The City of Orange Affordable Housing Plan provides that the project applicant participate in discussions
with City Staff to evaluate the feasibility of providing affordable units.
The project applicant met with staff from the City Economic Development Department on July 14, 2009,
to review the project description and discuss the potential to provide affordable housing. The project site
is not located within an� established City redevelopment area and the City's density bonus is not
applicable to the project �;ite. As a result, the project applicant is not required to incorporate affordable
housing in the proposed �project (refer to Section 5.14, Population and Housing of this document for a
discussion on affordable liousing). Therefore, the proposed project would not result in an impact related
to the City's Affordable Housing Plan and no mitigation measures are required.
South Coast Air Qualit�/ Management District Air Quality Management Plan
The proposed project would be consistent with the South Coast Air Quality Management District
(AQMD) Air Quality Management Plan (AQMP). Refer to the Section 5.3, Air Quality for a detailed
discussion of the proposed project's consistency with the AQMP that includes mitigation measures for
construction-related impac:ts.
The air quality analysis provided in Appendix B,Air Quality Analysis conducted for the proposed project
concluded that potential short-term regional construction-related impacts would be reduced below the
level of significance with the implementation of PDFs and the recommended mitigation measures and the
proposed project would be consistent with the AQMP. Refer to Section 5.3, Air Qualiry for a detailed
discussion of the potentia.l short-term regional construction-related impacts. This study also concluded
that regional air quality impacts during the long-term operational phase were inconsequential and
therefore the proposed project would be consistent with the AQMP. Short-term impacts to local air
quality were determined to be potentially significant and unavoidable after the implementation of PDFs
and the recommended rnitigation measures. Therefore, the proposed project would result in an
inconsistency with the A�►MP during the short-term construction period.
Page 5.10-96 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.10 Land Use and Planning
Southern California Association of Governments Regional Comprehensive Plan
The Southern California Association of Governments (SCAG) Regional Comprehensive Plan (RCP) is a
major advisory plan prepared by SCAG to addresses regional issues such as housing,
traffic/transportation, water, and air quality. The RCP is an advisory document to local agencies related
to local issues of regional significance. The RCP polices are not mandated; rather,they are generally used
for regional advisory purposes and cannot be used for intergovernmental review. Table 5.10-4, Project
Consistency with the SCAG Compass Growth Visioning, outlines the proposed project's consistency with
each goal of the Regional Transportation Plan(RTP).
Based on the below table, the proposed project is consistent with the SCAG Compass Growth Visioning
applicable principles and policies. Therefore, implementation of the proposed project would not result in
significant land use impacts related to relevant SCAG principles and policies and no mitigation measures
would be required.
Regional Transportation Plan
The proposed project would be consistent with the applicable policies of the Regional Transportation Plan
(RTP). The project site is served by regional and local transportation facilities. The proposed project
provides for the use of non-vehicular transportation and access to existing transit services is available in
close proximity to the project site. Refer to Section 5.17, Transportation and Traffic for a detailed
analysis of the potential transportation and circulation impacts associated with the implementation of the
proposed project. Table 5.10-5, Project Consistency with the Regional Transportation Plan Goals,
outlines the proposed project's consistency with each goal of the RTP.
The development of the proposed project would not conflict with the policies of the RTP. Therefore, no
significant impact would occur and no mitigation measures would be required.
City of Orange-Draft EIR—May 2013 Page 5.10-97
Rio Santiago Project SCH No. 2009051072
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5.10 Land Use and Planning
Surface Mining and Reclamation Act of 1975 (SMARA)
Refer to Section 5.12, Mineral Resources for a detailed discussion of the proposed project's impact to
mineral resources.
The proposed project would not result in the loss of availability of a known mineral resource that would
be of value to the region and the residents of the State. The proposed project is zoned as a resource area
land use per the City's General Plan Land Use Element. A portion of the proposed project site is located
within resource Sector J (Designation of Regional Significant Construction Aggregation Resource Areas
in the Orange County-Temescal Valley and San Gabriel Yalley Production-consumption Regions, Office
of Mine Reclamation, State of California Department of Conservation) and has experienced historic sand,
gravel, and other aggregates mining operations.
Although the proposed project would result in a loss of access to mineral resources, the majority of the
project site has been mined of most of its economic aggregate deposits. The remaining deposits with
potential economic value are infeasible to mine due to the following:
1. Limited volume of the localized deposits,
2. Expense of removing the overburden(pond deposits),and
3. Difficulty associated with excavation logistics.
Therefore, the loss of mineral resources would be considered a less than significant impact and no
mitigation measures would be required.
Level of Significance
The proposed project would have a less than significant impact relating to conflicting with applicable land
use plans,policies, and regulations and no mitigation measures would be required.
Conflict with Conservation Plans
Threshold LUP-C Would the project conflict with any applicable habitat conservation plan or natural
community conservation plan?
[CEQA Land Use and Planning Threshold 10(c)]
City of Orange Tree Preservation Ordinance
Refer to Section 5.4, Biological Resources of this Draft EIR for a detailed discussion of the proposed
project related to the City, Tree Preservation Ordinance. A total of 323 trees were surveyed within the
project site, of which 302 trees are located within the development footprint and off-site areas of the
project site (and 21 will be avoided), as shown in Figure 5.4-12,Impacts to Regulated Trees. Of the 228
trees on-site that will be impacted within the 71.9-acre development footprint, 1 tree is within the 0.05-
acre storm drain outlet footprint and 28 trees are within the 0.71-acre associated temporary 100-foot
construction buffer. Of the 74 trees within the 2.01-acre off-site area that will be impacted, 26 trees will
City of Orange-Draft EIR—May 2013 Page 5.10-105
Rio Santiago Project SCH No. 2009051072
5.10 Land Use and Planning
be removed and 48 trees are within Fuel Modification Zones C and D and will be left in place but will be
subject to thinning.
The City's Tree Preservation Ordinance (OMC Chapter 12.32 Tree Preservation Section 12.32.110
Subdivisions) requires a ]L•1 replacement ratio for the approval of a Tree Removal Permit. The project
applicant will comply wi_th the City's 1:1 tree replacement requirement or what the approval would
dictate. As indicated in PDF LUP-5 and Mitigation Measure BIO-5, the proposed project will replace all
trees on the project site tllat are removed with a l:l ratio. As a result, the proposed project would not
result in a conflict with the City of Orange Tree Preservation Ordinance. Therefore, a less than
significant impact would occur and no mitigation measures are required.
Natural Communities Conservation Plan (NCCP) and Habitat Conservation Plan (HCP)
The project site is locate�i within the boundaries of the Orange County Central and Coastal Subregion
NCCP/HCP. These regional planning efforts have established conservation goals and objectives for the
local and regional area that include conservation and preservation of sensitive biological resources.
Conservation planning co:nsiderations are addressed in this report to provide information for determining
consistency with the Orange County Central and Coastal subregion NCCP/HCP.
The Central-Coastal NCCP conservation strategy consists of creation of two habitat reserves (the
"coastal" and "central" subarea reserves), designation of "linkage areas" for protection of important
habitat not within the reserves, and definition of some lands as "existing use areas." In these areas, State
and Federal Endangered ��pecies Act (ESA) take prohibitions remain unaffected by the plan. Outside the
reserve, linkage, and existing use areas, impacts on occupied habitat of "target and identified" species
would be permitted for p:�rticipating landowners, defined as those entities which contributed significant
reserve lands or funding. Non-participating landowners are given the option of mitigating impacts to
lands outside the reserves by paying a fee to the reserve endowment fund. In total, over 38,000 acres of
natural habitat would receive protection under the NCCP (35,000 acres within the two reserves and 3,500
acres in linkage areas).
When fully assembled, the entire reserve will be owned and managed by public agencies, with
management coordinated Uy a non-profit corporation created by the NCCP. To fund these actions a $10.6
million endowment was created from landowner contributions, transfer of payments from prior take
mitigation agreements, a�id other funds. The proposed project would be required to be developed
consistent with all applicable provisions of the NCCP/HCP as implemented in PDF LUP-6 and in Section
5.4,Biological Resources,Project Design Features.
Based on information provided in Technical Appendix C, Biological Resource Assessment of this Draft
EIR, there are areas within the project site that deserve conservation planning consideration due to their
significant habitat value, .restoration potential, and importance to the assemblage of a regional preserve
system. Survey efforts v✓ere directed within all areas of the project site that could contain protected
resources and resources that are important for the preserve assembly. These include Santiago Creek and
its associated riparian hat�itat, and upland areas north of Santiago Creek that contain marginal Coastal
Page 5.10-106 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.10 Land Use and Planning
Sage Scrub habitat. Surveys concluded that other than previously noted above, no other portions of the
project site contain any resources protected under the Orange County Central and Coastal subregion
NCCP/HCP, including any special status species, natural communities, or wetlands identified for
conservation. Therefore,the proposed project would have a less than significant impact and no mitigation
measures would be required.
Level of Significance
The proposed project would have a less than significant impact relating to conflicting with a conservation
plan and no mitigation measures would be required.
5.10.6 Evaluation Summary
Table 5.10-6, Evaluation Summary Table — Land Use and Planning summarizes potentially significant
project impacts from this Draft EIR.
Table 5.10-6: Evaluation Summary Table—Land Use and Planning
Threshold Potential Impact Mitigation Measure Level of Significance
Divide an Established Community Less than significant None required Less than significant
Conflict with Applicable Land Use Less than significant None required Less than significant
Plan,Policy,or Regulation
Conflict with Conservation Plan Less than significant None required Less than significant
City of Orange-Draft EIR—May 2013 Page 5.10-107
Rio Santiago Project SCH No. 2009051072
5.11 Mineral Resources
5.11.1 Introduction
Purpose
The purpose of this section is to identify any existing mineral resources and potential effects from project
implementation on the project site and the surrounding area. This section also identifies mitigation
measures to reduce any potentially significant mineral resource impacts and describes the residual impact,
if any, after implementation of the mitigation.
Sources
The following sources were used in consideration and discussion of the potential environmental impacts:
� Designation of Regional Significant Construction Aggregation Resource Areas in the Orange
County-Temescal Valley and San Gabriel Valley Production-Consumption Regions, State of
California, State Mining and Geology Board.
• General Plan, City of Orange, March 2010.
� Geotechnical Investigation and Recommendations for Rio Santiago, prepared by Ginter &
Associates, October 2011, as provided in Technical Appendix G, Geotechnical Investigation, to
this Draft EIR.
• Mineral Land Classifrcation Map, State of California Geological Survey.
• Orange County Important Farmland Map, State of California, Department of Conservation,
Farmland Mapping and Monitoring Program.
• Comments received during the public review periods and at the scoping meetings. These
comments are contained in Appendix A,Public Participation Process.
5.11.2 Existing Environmental Setting
The majority of the southern portion of the proposed project consists of disturbed habitat. Santiago Creek
runs through the proposed project site from the eastern boundary and exits at the western boundary.
Approximately five acres in the southeastern portion of the project site are used as a materials recycling
area. This area includes apparatus for the crushing of boulders, bricks, rocks, etc. for recycling. The
materials recycling area additionally includes operations that provide for the cement treatment of base
materials. Figure 3-5, Materials Recycling, provides the present location of the materials recycling
area. To restore previously mined portions of the site (south of Santiago Creek), a portion of the project
site is presently being backfilled. The project site is presently being backfilled in seyuentially defined
phases. Figure 3-6, Bac�ll Operation, provides the location of the backfill operation. The project site is
being over excavated (i.e., removal of unsuitable materials) and filled in the present backfill operation.
City of Orange-Draft E/R—May 2013 Page 5.11-1
Rio Santiago Project SCH No. 2009051072
5.11 Mineral Resources
The applicant has indicated that additional grading permit(s) will be requested from the City to complete
backfilling of all previously mined portions of the project site. -
Site History
The project site was used from 1919 to 1995 primarily for surface mining of sand and gravel, aggregates
mining, and ancillary uses. Surface mining activities ceased in 1995 and all ancillary uses were removed
in the same year. Please refer to the Section 3.0, Project Description and Section 4.0, Environmental
Settings for further detail related to the proposed project's site histarical mining.
5.11.3 Regulatory Settting
Surface Mining and Re�:lamation Act(SMARA)
The Surface Mining and Reclamation Act (SMARA) provides guidelines for the classification and
designation of mineral lands. The California Geological Survey has produced a report and a Mineral
Land Classification Ma��. The Classification Map designates areas where important Production-
Consumption deposits occur, and are categorized in Mineral Resource Zones (MRZs). MRZs are defined
as follows:
• MRZ-1: Areas where adeyuate information indicates that no significant mineral deposits are
present, or where is judged that little likelihood exists for their presence.
• MRZ-2: Areas where adequate information indicates that significant mineral deposits are present, _ ,
or where it is judg;ed that a high likelihood for their presence exists.
• MRZ-3: Areas cantaining mineral deposits, the significance of which cannot be evaluated from
available data.
� MRZ-4: Areas wt►ere available information is inadequate for assignment to another MRZ zone.
According to SMARA, rr�ineral lands include areas containing sand and gravel, and related materials are
known collectively as ag;gregate resources. SMARA requires all cities to contain a mineral resource
management policy whict►:
1. Recognizes mineral information transmitted by the State Mining and Geology Boards;
2. Assists in the management of land use affecting areas of regional significance; and,
3. Emphasizes the aonservation and development of identified mineral resources.
City of Orange
The City General Plan states that sand and gravel resources provide valuable sources of aggregate
materials for new construction. The City, in accordance with the State Mining and Geology Board
guidelines, recognizes the need to protect these resources from premature urbanization. The applicable
General Plan goals and polices related to mineral resources are addressed in Section 5.10 Land Use and
Page 5.11-2 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.11 Mineral Resources
Planning; and, specifically within Table 5.10-2, Project Consistency with the City of Orange General
Plan.
Land Use Element
In accordance with SMARA provisions, the State Mining and Geology Board has published a report
describing construction aggregate deposits considered "regionally significant." The report titled,
Designation of Regional Significant Construction Aggregation Resource Areas in the Orange County-
Temescal Yalley and San Gabriel Valley Production-consumption Regions, designates five areas as
regionally significant.
Figure 5.11-1, Aggregate Resources, identifies resource Sector G adjacent to the Santa Ana River,
Resource Sector J in and around Santiago Creek, Sector L between Irvine Park and Santiago Dam in
Santiago Creek, Sector M located under Santiago Reservoir (Irvine Lake) and Sector N, beginning near
Santiago Reservoir in Santiago Creek to the planning area boundary as "Regionally Significant Aggregate
Resource Areas." The project site is located in Sector J.
The City's General Plan Land Use Element protects aggregate resource areas from premature
urbanization. The "Resource Area" land use designation, which applies to portions of the project site,
allows for only aggregate extraction or recreation uses. Those portions of project site not designated
"Resource Areas"have an"Open Space"or a "Low Density Residential" designation.
The existing zoning district classifications on the project site are R-1-8 (Single-Family Residential) and
S-G (Sand and Gravel Extraction). The S-G zoning designation allows for mineral resource extraction.
5.11.4 Significance Thresholds
The following thresholds of significance have been established for the evaluation of the proposed
project's potential mineral resource impacts consistent with Appendix G of the State CEQA Guidelines:
Threshold MIN-A Would the proposed project result in the loss of availability of a known mineral
resource that would be of value to the region and the residents of the State?
Threshold MIN-B Would the proposed project 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?
City of Orange-Draft EIR—May 2013 Page 5.11-3
Rio Santiago Project SCH No. 2009051072
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5.11 Mineral Resources
5.11.5 Evaluation of Potential Project Impacts
This section will evaluate whether the proposed project would potentially have a substantial adverse
effect on mineral resources. This evaluation assumes that the project will be implemented consistent with
the Project Description, including all Project Design Features(PDF's).
Project Design Features
There are no PDF's associated with this environmental issue area.
Regional
Threshold MIN-A Would the proposed project result in the loss of availability of a known mineral
resource that would be of value to the region and the residents of the State?
[CEQA Geology Threshold 12(a)]
The proposed project is planned as a resource area in the City's General Plan Land Use Element. A
portion of the project site is located within resource Sector J (Designation of Regional Significant
Construction Aggregation Resource Areas in the Orange County-Temescal Valley and San Gabriel
Valley Production-consumption Regions), and experienced historic sand and gravel mining operations.
Appendix G, Geotechnical Investigation, of this Draft EIR, states that the majority of the project site has
been mined of economic aggregate deposits. The remaining on-site deposits that are of potential
economic value are infeasible to mine due to: limited volume of the localized deposits, expense of
removing the overburden (pond deposits), and difficulty associated with excavation logistics. The loss of
the project site's value as access to mineral resources would not result in the loss of availability of a
known mineral resource that would be of value to the region and the residents of the State. Access would
remain available to any resources in the vicinity from adjacent public lands and rights-of-way. Therefore,
the loss of mineral resources would be considered a less than significant impact and no mitigation
measures would be required.
Level of Significance
The proposed project would have a less than significant impact to regional mineral resources and no
mitigation measures would be required.
Local
Threshold MIN-B Would the proposed project 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?
[CEQA Geology Threshold 12(b)]
The proposed project would result in the loss of availability of a locally-important mineral resource
recovery site delineated in a local general plan, specific plan, or other land use plan. However, this
analysis demonstrates that the loss would be less than significant. The City's General Plan Land Use
Element protects aggregate resource areas from premature urbanization. The "Resource Area" land use
City of Orange-Draft E/R—May 2013 Page 5.11-5
Rio Santiago Project SCH No. 2009051072
5.11 Mineral Resources
designation, which applies to portions of the project site, allows for aggregate extraction or recreation
uses. The proposed General Plan Amendment (GPA) would amend the Land Use Elemf,nt Map to " >
designate the proposed project site as Open Space (OS), Open Space — Park (OS —P), ar►d Medium
Density Residential(MDR).
Additionally, the proposed project would change the existing zoning district classifications on the project
site from R-1-8 (Single-Family Residential) and S-G (Sand and Gravel Extraction) to P-C (Planned
Community District). The S-G zoning designation allows for mineral resource extraction. The proposed
P-C designation would not allow far future mineral resource extraction.
The applicable General Plan goals and polices related to mineral resources are addressed in Section 5.10
Land Use and Planning; and, specifically within Table 5.10-2, Project Consistency with the City of
Orange General Plan. The City's General Plan policies protect aggregate resource areas from
premature urbanization. However Appendix G, Geotechnical Investigation, of this Draft EIR, states that
the majority of the project site has been mined of economic aggregate deposits as defined im Technical
Appendix G, Geotechnical Investigation. The remaining on-site deposits that are of potential economic
value are infeasible to mine due to: limited volume of the localized deposits, expense of removing the
overburden (pond deposits), and difficulty associated with excavation logistics. Based on this
information, the mining operations have closed and it is not premature to develop the site. Therefore,
existing City land use regulations applicable to the project site shall be revised accordingly with the
proposed project.
Therefore, with the approval of the proposed GPA, the remaining mineral resources would not be
delineated in the City's general plan, specific plan, or other land use plan and a less than significant
impact would occur and no mitigation measures would be required.
Level of Significance
The proposed project would have a less than significant impact to local mineral resources and no
mitigation measures would be required.
5.11.6 Evaluation Summary
Table 5.11-1,Evaluation�Summary Table—Mineral Resources, summarizes potentially significant project
impacts from this Draft EIR.
Table 5.11-1: Evaluation Summary Table—Mineral Resources
Threshold Potential Impact Mitigation Measure Level of Significance
Regional Less than significant None required Less than significant
Local Less than significant None required Less than significant
Page 5.11-6 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
5.12.1 Introduction
Purpose
The purpose of this section is to describe the existing noise setting on the project site and in the project
vicinity and analyze the potential effects from the implementation of the proposed project. This section
also identifies mitigation measures to reduce any potentially significant impacts and describes the residual
impact, if any, after imposition of the mitigation.
Sources
The following sources were used in the consideration and discussion of the potential significant
environmental impacts:
• Noise Impact Analysis Rio Santiago Project, Ciry of Orange, prepared by Vista Environmental,
December 20, 2012, as provided in Technical Appendix L, Noise Impact Analysis, to this Draft
EIR.
• Comments received during the public review period and at the scoping meetings. These
comments are contained in Appendix A,Public Participation Process.
5.12.2 Existing Environmental Setting
Materials Recycling
Approximately five acres in the southeastern portion of the project site are used as a materials recycling
area. This area includes apparatus for the crushing of boulders, bricks, rocks, etc. for recycling. The
materials recycling area additionally includes operations that provide for the cement treatment of base
materials. Material for this operation originates primarily from off-site sources. Access to the materials
recycling area is from a controlled entrance along East Santiago Canyon Road. Materials generated by
this operation have historically been used on and transported off the project site. The materials generated
by this operation at issuance of the NOP were being taken off-site. Materials recycling will continue on
the project site through the construction of the proposed project.
Backfilling Operation
To restore previously mined portions of the site (south of Santiago Creek), a portion of the project site is
presently being backfilled as a permitted land use. The existing backfill operation is not a permanent use.
The project site is presently being backfilled in sequentially defined phases. The project site is being over
excavated(i.e., removal of urlsuitable materials)and filled in the present backfill operation. The applicant
has indicated that additional grading permit(s) will be requested from the City to complete backfilling of
all previously mined portions of the project site. As previously noted,the project site was used from 1919
to 1995 for surface mining of sand, gravel, and other aggregates. Previously mined portions of the project
site were used for residue silt deposition, otherwise known as silt ponds. The backfilling operation
addresses both mined and silt pond areas.
City of Orange-Draft E/R—May 2013 Page 5.12-1
Rio Santiago Project SCH No. 2009051072
5.12 Noise
This approved, on-going backfill operation currently is separate and distinct from the proposed project.
However, most of this grading would have to occur to construct the proposed project. Therefore, as a ��
practical result, from the date of project approval the backfilling and grading will become project site
preparation activities and, as such, are analyzed as part of the construction phase of the project.
Noise Fundamentals
Noise is defined as unwanted sound. Sound becomes unwanted when it interferes with normal activities,
when it causes actual physical harm or when it has adverse effects on health. Sound is produced by the
vibration of sound pressure waves in the air. Sound pressure levels are used to measure the intensity of
sound and are described in terms of decibels. The decibel (dB) is a logarithmic unit which expresses the
ratio of the sound pressure level being measured to a standard reference level. A-weighted decibels
(dBA) approximate the subjective response of the human ear to a broad frequency noise source by
discriminating against very low and very high frequencies of the audible spectrum. They are adjusted to
reflect only those frequencies which are audible to the human ear.
Noise Descriptors
Noise Equivalent sound levels are not measured directly, but are calculated from sound pressure levels
typically measured in A-weighted decibels (dBA). The equivalent sound level (Leq) represents a steady
state sound level containing the same total energy as a time varying signal over a given sample period.
The peak traffic hour Leq is the noise metric used by California Department of Transportation (Caltrans)
for all traffic noise impact analyses.
The Day-Night Average Level (Ldn) is the weighted average of the intensity of a sound, with corrections
for time of day, and averaged over 24 hours. The time of day corrections require the addition of ten
decibels to sound levels at night between 10 p.m. and 7 a.m. While the Community Noise Equivalent
Level (CNEL) is similar to the Ldn, it has another addition of 4.77 decibels to sound levels during the
evening hours between 7 p.m. and 10 p.m. These additions are made to the sound levels at these time
periods because during the evening and nighttime hours, when compared to daytime hours, there is a
decrease in the ambient noise levels, which creates an increased sensitivity to sounds. For this reason the
sound appears louder in the evening and nighttime hours and is weighted accordingly. The City of
Orange relies on the CNEL noise standard to assess transportation-related impacts on noise sensitive land
uses.
Tone Noise
A pure tone noise is a noise produced at a single frequency and laboratory tests have shown that humans
are more perceptible to changes in noise levels of a pure tone. For a noise source to contain a "pure
tone,"there must be a significantly higher A-weighted sound energy in a given frequency band than in the
neighboring bands, thereby causing the noise source to "stand out" against other noise sources. A pure
tone occurs if the sound pressure level in the one-third octave band with the tone exceeds the average of
the sound pressure levels of the two contiguous one-third octave bands by:
Page 5.12-2 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
• 5 dB for center frequencies of 500 hertz(Hz)and above;
• 8 dB for center frequencies between 160 and 400 Hz; and
• 15 dB for center frequencies of 125 Hz or less.
Noise Propagation
From the noise source to the receiver noise changes both in level and frequency spectrum. The most
obvious is the decrease in noise as the distance from the source increases. The manner in which noise
reduces with distance depends on whether the source is a point or line source as well as ground
absorption, atmospheric effects and refraction, and.shielding by natural and manmade features. Sound
from point sources, such as air conditioning condensers, radiate uniformly outward as it travels away
from the source in a spherical pattern. The noise drop-off rate associated with this geometric spreading is
6 dBA per each doubling of the distance(6 dBA/DD). Transportation noise sources such as roadways are
typically analyzed as line sources, because at any given moment the receiver may be impacted by noise
from multiple vehicles at various locations along the roadway. Due to the geometry of a line source, the
noise drop-off rate associated with the geometric spreading of a line source is 3 dBA/DD.
Ground Absorption
The sound drop-off rate is highly dependent on the conditions of the land between the noise source and
receiver. To account for this ground-effect attenuation (absorption), two types of site conditions are
commonly used in traffic noise models, soft site and hard site conditions. Soft site conditions account for
the sound propagation loss over natural surfaces such as normal earth and ground vegetation. For point
sources a drop-off rate of 7.5 dBA/DD is typically observed over soft ground with landscaping, as
compared with a 6.0 dBA/DD drop-off rate over hard ground such as asphalt, concrete, stone and very
hard packed earth. For line sources a 4.5 dBA/DD is typically observed for soft-site conditions compared
to the 3.0 dBA/DD drop-off rate for hard-site conditions. Caltrans research has shown that the use of soft
site conditions is more appropriate for the application of the Federal Highway Administration (FHWA)
traffic noise prediction model used in this analysis.
Traffic Noise Prediction
The level of traffic noise depends on the three primary factors: 1)the volume of the traffic, 2) the speed
of the traffic, and 3)the number of trucks in the flow of traffic. Generally, the loudness of traffic noise is
increased by heavier traffic volumes, higher speeds, and greater number of trucks. Vehicle noise is a
combination of the noise produced by the engine, e�chaust, and tires. Because of the logarithmic nature of
traffic noise levels, a doubling of the traffic noise (acoustic energy) results in a noise level increase of 3
dBA. Based on the FHWA community noise assessment criteria this change is "barely perceptible". In
other words, doubling the traffic volume (assuming that the speed and truck mix do not change) results in
a noise increase of 3 dBA. The truck mix on a given roadway also has an effect on community noise
levels. As the number of heavy trucks increases and becomes a larger percentage of the vehicle mix,
adjacent noise levels increase.
City of Orange-Draft E/R—May 2013 Page 5.12-3
Rio Santiago Project SCH No. 2009051072
5.12 Noise
Noise BarrierAttenuation
Effective noise barriers can reduce noise levels by 10 to 15 dBA, cutting the loudness of traffic noise in
half. For a noise barrier to wark, it must be high enough and long enough to block the view of a road. A
noise barrier is most effective when placed close to the noise source or receiver. A noise barrier can
achieve a 5 dBA noise level reduction when it is tall enough to break the line-of-sight. When the noise
barrier is a berm instead of a wall,the noise attenuation can be increased by another 3 dBA.
Ground-borne Vibration Fundamentals
Ground-borne vibrations consist of rapidly fluctuating motions within the ground that have an average
motion of zero. The effects of ground-borne vibrations typically only cause a nuisance to people, but at
extreme vibration levels damage to buildings may occur. Although ground-borne vibration can be felt
outdoors, it is typically only an annoyance to people indoors where the associated effects of the shaking
of a building can be notable. Any potential noise and/or vibration impacts to wildlife have been analyzed
in Section 5.4, Biological Resources and Appendix C, Biological Resource Assessment. Ground-borne
noise is an effect of ground-borne vibration and only exists indoors, because it is produced from noise
radiated from the motion of the walls and floors of a room and may also consist of the rattling of windows
or dishes on shelves.
Vibration Descriptors
There are several different methods that are used to quantify vibration amplitude such as the maximum
instantaneous peak in the vibrations velocity, which is known as the peak particle velocity (PPV) or the " �
root mean square (rms) amplitude of the vibration velocity. Due to the typically small amplitudes of
vibrations, vibration velocity is often expressed in decibels and is denoted as (L,,) and is based on the rms
velocity amplitude. A commonly used abbreviation is "VdB", which in this text, is when L� is based on
the reference quantity of 1 micro inch per second.
Vibration Perception
Typically, developed areas are continuously affected by vibration velocities of 50 VdB or lower. These
continuous vibrations are not noticeable to humans whose threshold of perception is around 65 VdB. Off-
site sources that may produce perceptible vibrations are usually caused by construction equipment, steel-
wheeled trains, and traffir on rough roads, while smooth roads rarely produce perceptible ground-borne
noise or vibration.
Vibration Propagation
The propagation of ground-borne vibration is not as simple to model as airborne noise. This is due to the
fact that noise in the air travels through a relatively uniform median, while ground-borne vibrations travel
through the earth which may contain significant geological differences. There are three main types of
vibration propagation: surface, compression, and shear waves. Surface waves, or Rayleigh waves, travel
along the ground's surface. These waves carry most of their energy along an expanding circular wave
front, similar to ripples produced by throwing a rock into a pool of water. P-waves, or compression
waves, are body waves that carry their energy along an expanding spherical wave front. The particle
motion in these waves is longitudinal (i.e., in a "push-pull" fashion). P-waves are analogous to airborne
Page 5.12-4 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
sound waves. S-waves, or shear waves, are also body waves that carry energy along an expanding
spherical wave front. However, unlike P-waves, the particle motion is transverse or "side-to-side and
perpendicular to the direction of propagation."
As vibration waves propagate from a source, the vibration energy decreases in a logarithmic nature and
the vibration levels typically decrease by 6 VdB per doubling of the distance from the vibration source.
As stated above, this drop-off rate can vary greatly depending on the soil but has been shown to be
effective enough for screening purposes, in order to identify potential vibration impacts that may need to
be studied through actual field tests.
Construction-Related Vibration Level Predictions
Construction activity can result in varying degrees of ground vibration, depending on the equipment used
on the site. Operation of construction equipment causes ground vibrations which spread through the
ground and diminish in strength with distance. Buildings in the vicinity of the construction-site respond
to these vibrations with varying results ranging from no perceptible effects at the low levels to slight
damage at the highest levels. Table 5.12-1, Vibration Source Levels for Construction Equipment gives
approximate vibration levels for particular construction activities. The data in Table 5.12-1, Vibration
Source Levels for Construction Equipment provides a reasonable estimate for a wide range of soil
conditions.
Noise Measurements
To ascertain the existing noise at and adjacent to the project site, field monitoring was conducted on
Monday, June 15, 2009 and Tuesday, June 16, 2009; and, between Wednesday, September 21, 2011 and
Thursday, September 22, 2011. The noise measurements were taken twice over a two year period in
order to capture the on-site rock crushing activities priar to the backfilling operations in 2009 and then the
backfilling operations in 2011. Refer to Technical Appendix L,Noise Impact Analysis, of this Draft EIR
for a detailed discussion of the noise meters and the procedures used. The field survey noted that no
significant noise sources currently impact the project site. The ambient noise in the project vicinity is
generally characterized by vehicle traffic on East Santiago Canyon Road, from materials recycling
facility, from backfill activities, and from aircraft landing at John Wayne Airport approximately 10 miles
south of the project site. Noise monitoring locations were selected in order to obtain noise measurements
of the current noise sources impacting the project site and to provide a baseline for any potential noise
impacts that may be created by the proposed project.
Locations
The noise monitoring locations were selected by Vista Environmental in order to obtain noise
measurements of the current noise sources impacting the project site and to provide a baseline for any
potential noise impacts that may be created by the proposed project. Site A is located on the northwest
side of the proposed project site, approximately 90 feet south of the centerline of Mt McKinley Boulevard
and approximately 30 feet south of the existing trail. Site B is located on the southwest side of the
proposed project site approximately 100 feet north of the center point of the intersection of East Santiago
Canyon Road and Jamestown Way. Site C is located on the southeastern side of the proposed project site
City of Orange-Draft EIR—May 2013 Page 5.12-5
Rio Santiago Project SCH No. 2009051072
5.12 Noise
approximately 150 feet east of the materials recycling facility and approximately 400 feet north of East
Santiago Canyon Road. Site D is located on the eastern side of the proposed project site, where the
property line makes a triangular point into the proposed project site. Figure 5.12-1, Noise Measurement
Locations shows the noise monitoring site locations.
Timing and Climate
For the noise measurements that were recorded between 10:35 a.m. on June 15, 2009 and ll:l l a.m. on
June 16, 2009: when the noise measurements were started, the sky was partly cloudy, the temperature
was 70 degrees Fahrenheit, barometric pressure was 29.56 inches of inercury, and the wind was calm. At
the conclusion of the noise measurement readings, the sky was partly cloudy, the temperature was 74
degrees Fahrenheit, barometric pressure was 29.50 inches of inercury, and the wind was around 2 miles
per hour.
For the noise measurements that were recorded between 3:40 p.m. on September 21, 20ll and 3:44 p.m.
on September 22, 2011: When the noise measurements were started, the sky was clear, the temperature
was 78 degrees Fahrenheit, barometric pressure was 29.45 inches of inercury, and the wind was around 5
miles per hour. At the conclusion of the noise measurement readings, the sky was partly cloudy, the
temperature was 82 degrees Fahrenheit, barometric pressure was 29.46 inches of inercury, and the wind
was around 5 miles per hour.
Results
Table 5.12-2, Existing Ambient Noise Level Measurements on June 15-16, 2009 and Table 5.12-3,
Existing Ambient Noise Level Measurements on September 21-22, 2011 indicate the results of the 24-hour
measurements taken at each time. Table 5.12-2, Existing Ambient Noise Level Measurements on June 1 S-
16, 2009 above shows that the noise level measurements taken on June 15-16, 2009 ranged from 50.6 to
62.9 dBA Leq, with the highest noise measurement occurring at Site B,which is the nearest measurement
to Santiago Canyon Road and to the backfilling equipment. Table 5.12-3, Existing Ambient Noise Level
Measurements on September 21-22 2011 above shows that the noise level measurements taken on June
15-16, 2009 ranged from 50.0 to 67.4 dBA Leq, with the highest noise measurement occurring at Site B.
Graph of the noise measurements Leq averaged over 10 minutes are shown in Figure 5.12-2,June IS-16
2009 Noise Measurement Graph for the June 15-16 noise measurements and in Figure 5.12-3, September
21-22 2011 Noise Measurement Graph for the September 21-22, 2011 noise measurements.
Modeled Existing Noise Levels
In order to quantify the potential noise impacts generated and experienced by the proposed project and
compare them to the existing noise levels, the existing noise environment in the vicinity of the proposed
project site was modeled using SoundPlan Version 7.1 noise modeling software. In addition, the off-site
roadways were also modeled using the FHWA Traffic Noise Prediction Model - FHWA-RD-77-108
(FHWA Model). The calculated existing noise levels in both SoundPlan Version 7.1 and FHWA Model
include the haul truck traffic associated with the current material recycling and backfilling operations, �
since this was occurring at the time of the NOP.
Page 5.12-6 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
SoundPlan
Because the proposed project site is impacted by multiple roadways, the SoundPlan Version 7.1 noise
modeling software was used. SoundPlan's road noise algorithms are based on the FHWA Traffic Noise
Model (FHWA TNM Model). The SoundPlan Model requires the input of roadways and the locations of
the noise measurement receivers. In addition, sound barriers, terrain contour lines, building placement,
and specific ground coverage zones may be incorporated. The grading plan, with elevation lines and
aerial photos, were used to determine the placement of the roadways and to establish the terrain in the
project vicinity. The ground coverage of forest 25 feet high was used in the area immediately adjacent to
Santiago Creek, loose soil was used throughout the remainder of the study area, and the default
temperature of 20 degrees Celsius (68 degrees Fahrenheit) and default humidity of 50 percent were used
in the analysis. Technical Appendix L, Noise Impact Analysis, of this Draft EIR provides a detailed
discussion of the methodologies and assumptions used.
In order to provide a baseline of the existing noise level in the proposed project study area,the SoundPlan
Model was used to calculate the existing noise levels at the facades of nearby homes, which are
summarized below in Table 5.12-4, Existing Noise Levels at Nearby Sensitive Receptors. The SoundPlan
model was also used to produce a noise contour map showing the existing dBA CNEL in the project
vicinity and is shown below in Figure 5.12-4,Existing Noise Contour Map (dBA CNEL).
FHWA Model Methodology
Because the noise impacts created by the proposed project outside of the immediate vicinity of the
proposed project site would only be caused by an increase in vehicle noise,the FHWA Model was used to
analyze the off-site roadway noise levels. The FHWA Model arrives at a predicted noise level through a
series of adjustments to the Reference Energy Mean Emission Level (REMEL). Adjustments are then
made to the reference energy mean emission level to account for: the roadway active width (i.e., the
distance between the center of the outermost travel lanes on each side of the roadway), the total average
daily traffic (ADT) and the percentage of (ADT) which flows during the day, evening and night, the
travel speed, the vehicle mix on the roadway, which is a percentage of the volume of automobiles,
medium trucks and heavy trucks, the roadway gade, the angle of view of the observer exposed to the
roadway, the site conditions ("hard" ar "soft" relates to the absorption of the ground, pavement or
landscaping. Technical Appendix L, Noise Impact Analysis, of this Draft EIR provides a detailed
discussion of the methodologies and assumptions used.
The noise contours of the nearby existing roadway have been calculated in order to provide a baseline of
the existing traffic noise levels. The calculated existing noise contours are shown Table 5.12-5, Existing
Off-Site Roadway Noise Contours. The calculated existing noise contours in Table 5.12-5, Existing Off-
Site Roadway Noise Contours shows that the following roadway segments of: Katella Avenue; Villa Park
Road; Wanda Street; East Santiago Canyon Road from east of Cannon Street to east of Meads Avenue;
East Santiago Canyon Road; Cannon Street from north of Serrano Avenue to north of Santiago Canyon
Road; and, Chapman Avenue currently exceed the City's 65 dBA CNEL residential and school standard.
Existing noise levels on all roadway segments range from 56.8 to 72.0 dBA CNEL.
City of Orange-Draft EIR—May 2013 Page 5.12-7
Rio Santiago Project SCH No. 2009051072
5.12 Noise
Table 5.12-1: Vibration Source Levels for Construction Equipment
Peak Particle Velocity Approximate Vibration �
Equipment (inches/second) Level
(L„ at 25 feet
Pile driver(impact) Upper range 1.518 112
typical 0.644 104
Pile driver(sonic) Upper range 0.734 105
ty ical 0.170 93
Clam shovel drop(slurry p 2p2 94
wall)
Hydromill In soil 0.008 66
(slurry wall) In rock 0.017 75
Vibratory Roller 0.210 94
Hoe Ram 0.089 g7
Large bulldozer 0.089 87
Caisson drill 0.089 87
Loaded trucks 0.076 g6
Jackhammer 0.035 79
Small bulldozer 0.003 58
Source: Transit Noise and Vibration Impact Assessment,Federal Transit Administration,May 2006.
Table 5.12-2: Existing Ambient Noise Level Measurements on June 15-16 2009'
Minimum (Leq 10
Site No. Description dBA Leq dBA CNEL min) Maximum (Leq 10 min)
A Mt McKinley Boulevard and aircraft 50.6 543 323 at 2:57a.m. 59.7 at 8:OOa.m.
B East Santiago Canyon Road 62.9 66.8 48.0 at 3:41 a.m. 68.2 at 5:49a.m.
C Rock crushing facility and aircraft 57.2 59.2 32.8 at 2:58a.m. 66.1 at 11:10a.m.
1 Noise measurements taken by Vista Environmental on June 15 and 16,2009.
Source: Appendix L,Noise Impact Analysis.
Table 5.12-3: Existing Ambient Noise Level Measurements on September 22-23 2011'
dBA Minimum (Leq 10 Maximum (Leq 10
Site No. Description Leq dBA CNEL min) min)
A Mt McKinley Boulevard and aircraft 50.0 52.6 37.1 at 3:59 a.m. 61.2 at 3:04 p.m.
B East Santiago Canyon Road and on-site 67.4 70.4 38.3 at 3:00 a.m. 73.4 at 8:14 a.m.
radin
C On grading and East Santiago Canyon 56.4 58.9 38.1 at 2:59 a.m. 65.5 at 12:06 p.m.
Road
D On-site grading and aircraft 50.7 533 37.1 at 4:12 a.m. 62.1 at 8:41 a.m.
Noise measurements taken by Vista Environmental on June 15 and 16,2009.
Source: Appendix L, Noise Impact Analysis.
Page 5.12-8 City of Orange-Draft EIR-May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
Table 5.12-4: Existing Noise Levels at Nearby Sensitive Receptors
dBA Leq
Receiver Description dBA CNEL' dBA Le Da Evenin dBA Leq Ni ht
1 Residential to the northwest 68.4 65.9 61.0 61.2
2 Residential to the northwest 60.0 58.7 52.9 52.0
3 Residential to the northwest 58.2 58.4 50.8 48.8
4 Residential to the north 54.8 54.7 48.7 453
5 Residential to the north 55.2 54.8 48.9 46.2
6 Residential to the north 57.0 57.2 50.1 47.5
7 Residential to the north 53.9 53.7 47.3 44.8
8 Residential to the east 53.1 52.6 48.0 43.9
9 Residential to the east 55.6 56.2 48.7 45.4
10 Residential to the east 57.6 57.1 50.5 48.9
11 School to the southeast 66.5 64.9 58.8 58.8
12 Residential to the south 63.8 61.8 56.4 56.2
13 Residential to the south 651 62.8 57.9 57.8
14 Residential to the southwest 66.1 63.5 58.8 58.8
15 Residential to the southwest 65.7 63.2 58.4 58.4
�Noise level includes a 4.77 dBA penalty to account for the noise sensitive evening hours and a 10 dBA penalty to account for the noise
sensitive nighttime hours.
Source: Appendix L,Noise Impact Analysis.
City of Orange-Draft EIR-May 2013 Page 5.12-9
Rio Santiago Project SCH No. 2009051072
5.12 Noise
Table 5.12-5: Existing Off-site Roadway Noise Contours
CNEL at Distance to Contour(feet)
Nearest
Receptor 70 dBA 65 dBA 60 dBA 55 dBA
Roadway Segment (dBA)� CNEL CNEL CNEL CNEL
Katella Avenue West of State Route 55 70.5 86 186 401 864
Katella Avenue West of Handy Street 69.1 70 150 323 695
Katella Avenue West of Santiago Boulevard 68.8 67 144 3ll 669
Villa Park Road West of Center Drive 66.9 RW 107 231 497
Villa Park Road West of Lemon Street 66.7 RW 104 224 483
Villa Park Road West of Hewes Street 68.2 61 130 281 606
Villa Park Road West of Cannon Street 71.0 70 150 324 698
Wanda Street North of Katella Avenue 69.6 47 1 O 1 218 470
Wanda Street South of Katella Avenue 67.0 RW 67 145 313
Santiago Canyon Road East of Cannon Street 72.4 87 187 403 867
Santiago Canyon Road East of Orange Park Boulevard 70.1 71 153 330 710
Santiago Canyon Road East of Meads Avenue 69.6 66 142 306 660
Santiago Canyon Road East of Newport Boulevard 65.1 RW 112 241 518
E. Santiago Canyon Road East of Jamboree Road 66.4 63 136 294 633
Hewes Street South of Villa Park Road 62.4 RW RW 73 156
Serrano Avenue East of Cannon Street 64.9 RW 68 148 318
Cannon Street North of Serrano Avenue 67.9 65 140 301 648
Cannon Street North of Taft Avenue 67.6 RW 119 257 553
Cannon Street North of Santiago Canyon Road 72.6 90 194 417 899
Cannon Street South of Santiago Canyon Road 61.7 RW RW 65 140
Orange Park Boulevard South of Santiago Canyon Road 60.4 RW RW 48 103
Newport Boulevard South of Santiago Canyon Road 57.4 RW RW 67 143
Chapman Avenue West of Cannon Street 71.3 86 185 399 860
Chapman Avenue East of Cannon Street 71.0 70 I50 323 696
Chapman Avenue East of Orange Park Boulevard 68.0 59 127 274 591
Chapman Avenue East ofNewport Boulevard 67.9 RW 126 271 583
Jamboree Road South of Santiago Canyon Road 60.8 RW 73 157 339
Jamboree Road South of Chapman Avenue 64.7 62 133 286 616
� Distance to nearest residential or school use,does not take into account existing noise barriers.
RW=Noise contour is located within right-of-way of roadway.
Source: Appendix L,Noise Impact Analysis.
Page 5.12-10 City of Orange-Draft EIR-May 2013
SCH No. 2009051072 Rio Santiago Project
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5.12 Noise
5.12.3 Regulatory Setting
The Federal, State, and local governmental agencies that have regulations to address noise are described
below.
Federal
The adverse impact of noise was officially recognized by the Federal government in the Noise Control
Act of 1972,which serves three purposes:
• Promulgating noise emission standards for interstate commerce;
• Assisting state and local abatement efforts; and
• Promoting noise education and research.
The Federal Office of Noise Abatement and Control (ONAC) was initially tasked with implementing the
Noise Control Act. However, the ONAC has since been eliminated, leaving the development of Federal
noise policies and programs to other Federal agencies and interagency committees. For example, the
Occupational Safety and Health Administration (OSHA) agency prohibits exposure of workers to
excessive sound levels. The Department of Transportation (DOT) assumed a significant role in noise
control through its various operating agencies. The Federal Aviation Administration (FAA) regulates
noise of aircraft and airports. Surface transportation system noise is regulated by a host of agencies,
including the Federal Transit Administration (FTA). Transit noise is regulated by the Federal Urban
Mass Transit Administration (UMTA), while freeways that are part of the interstate highway system are
regulated by the Federal Highway Administration (FHWA). Finally, the Federal government actively
advocates that local jurisdictions use their land use regulatory authority to arrange new development in
such a way that "noise sensitive" uses are either prohibited from being sited adjacent to a highway or,
alternately that the developments are planned and constructed in such a manner that potential noise
impacts are minimized.
Because the Federal government has preempted the setting of standards for noise levels that can be
emitted by the transportation sources, the City is restricted to regulating the noise generated by the
transportation system through nuisance abatement ordinances and land use planning.
State -Noise Standards
California Department of Health Services Office of Noise Control
Established in 1973, the California Department of Health Services Office of Noise Control (ONC) was
instrumental in developing regulatory tools to control and abate noise for use by local agencies. One
significant model is the "Land Use Compatibility for Community Noise Environments Matrix," which
allows the local jurisdiction to clearly delineate compatibility of sensitive uses with various incremental
levels of noise. The land use compatibility guidelines developed by ONC along with other parameters
from the California Governor's Office of Planning and Research (OPR)were used by the City to develop
its own land use compatibility standards as described below under Local Regulations.
City of Orange-Draft EIR—May 2013 Page 5.12-15
Rio Santiago Project SCH No. 2009051072
5.12 Noise
California Noise Insulation Standards
Title 24, Chapter 1, Article 4 of the California Administrative Code (California Noise Insulation � �
Standards) requires noise insulation in new hotels, motels, apartment houses, and dwellings (other than
single-family detached housing) that provides an annual average noise level of no more tlhan 45 dBA
CNEL. When such structures are located within a 60-dBA CNEL(or greater)noise contour,an acoustical
analysis is required to ensure that interior levels do not exceed the 45-dBA CNEL threshold. In addition,
Title 21, Chapter 6, Article 1 of the California Administrative Code requires that all habitable rooms,
hospitals, convalescent homes, and places of worship shall have an interior CNEL of 45 dB or less due to
aircraft noise.
Government Code Section 65402
Government Code Section 65302 mandates that the legislative body of each county and city in California
adopt a noise element as part of its comprehensive general plan. The local noise element must recognize
the land use compatibility guidelines published by the State Department of Health Services. The
guidelines rank noise land use compatibility in terms of normally acceptable, conditionally acceptable,
normally unacceptable, and clearly unacceptable.
State Court Decisions
The courts have indirectly recognized SEL limits for unique circumstances such as sleep disturbance from
aircraft over flights [e.g., Berkeley Keep Jets Over the Bay Com. V. Bd of Port Comrs. of Oakland, 91
Cal. App. 4�h 1344 (2001)]. The SEL descriptor represents the acoustic energy of a s,ingle event
normalized to a one-second event duration, while Ld„ and CNEL represent the weighted average of the
intensity of noise over a 24-hour period, with adjustments for nighttime noise sensitivity. The City's
General Plan does not establish SEL standards.
In the Berkeley decision, the court held that impacts to sleep disturbance should be analyzed using the
SEL descriptor, in addition to analyzing the Ld„or CNEL noise impacts. The ruling did not recommend a
specific SEL noise threshold for sleep disturbance. A threshold for sleep disturbance is not absolute,
because a high degree of variability exists from one person to another. As a result, no government
agencies have suggested what frequencies of awakenings are acceptable. For these reasons, the Federal
Interagency Committee on Noise and the California Airport and Land Use Planning Handbo�k continue
to use Ld„ or CNEL as the primary tool for land use compatibility planning and does not eskablish SEL
standards. Because the Ld„ and CNEL represent the cumulative exposure to all single events -that is, the
exposure of all SELs taken together, weighed to add penalties for nighttime occurrences ar�d averaged
over a 24-hour period - the Ld„ and CNEL-based standards already account for the individ�ual impacts
associated with SELs.
State Regulations -Vibrations
Title 14 of the California Administrative Code Section 15000 requires that all State and local agencies
implement the California Environmental Quality Act (CEQA) Guidelines, which requires the analysis of
exposure of persons to excessive groundborne vibration. However, no statute has been adopted by the
State that quantifies the level at which excessive groundborne vibration occurs.
Page 5.12-16 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
Caltrans issued the Transportation- and Construction-Induced Vibration Guidance Manual in 2004. The
manual provides practical guidance to Caltrans engineers, planners, and consultants who must address
vibration issues associated with the construction, operation, and maintenance of Caltrans projects.
However, this manual is also used as a reference point by many lead agencies and California
Environmental Quality Act(CEQA) practitioners throughout California, as it provides numeric thresholds
for vibration impacts. Thresholds are established for continuous (construction-related) and transient
(transportation-related) sources of vibration, which found that the human response becomes distinctly
perceptible at 0.25 inch per second PPV for transient sources and 0.04 inch per second PPV for
continuous sources.
Local
The City of Orange provides noise regulations in the General Plan, adopted March 2010 and Municipal
Code. No new Municipal Code changes have been made related to noise since the adoption of the
General Plan, which has resulted in some inconsistent noise thresholds between the General Plan and
Municipal Code, such as Section 8.24.050 of the Municipal Code which provides a nighttime noise
residential noise standard of 50 dBA Leq, while Table N-4 from the General Plan provides a nighttime
noise standard of 45 dBA Leq. . The General Plan's more stringent thresholds have been used where
inconsistencies occur. Together,the General Plan and Municipal Code, establish the following applicable
policies related to noise and vibration.
City of Orange General Plan
The City has developed its own land use compatibility standards based on recommended parameters from
the California Governor's Office of Planning and Research (OPR) that rate compatibility. Using the
State's land use compatibility guidelines, the City has established interior and exterior noise standards.
The City's compatibility standards provide only for normally acceptable conditions based on State
recommendations and City land use designations. The City's Land Use Compatibility standards are
presented in Table 5.12-6, City of Orange Maximum Allowable Noise Exposure — Transportation
Sources. The City's maximum allowable noise exposure levels from stationary sources are defined in
Table N-4 of the General Plan and reprinted below in Table 5.12-7, City of Orange Maximum Allowable
Noise Exposure—Stationary Sources.
City of Orange-Draft E/R—May 2013 Page 5.12-17
Rio Santiago Project SCH No. 2009051072
5.12 Noise
Table 5.12-6: City of Orange Maximum Allowable Noise Exposure- Transportation Sources
Land Use CNEL (dBA)
Interior � Exterio
Land Use Desi nations Uses 3
Estate Low Density Residential Single-family, duplex,and multiple-family 45 65
Low Density Residential Mobile home park N/A 65
Low Medium Densiry Residential
Medium Density Residential Single-famil 45 65
Neighborhood Mobile home ark N/A 65
Mixed-Use Multi le-famil ,mixed use 45 65 °
Neighborhood Office Transient lod in -motels,hotels 45 65
Professional S orts arenas, outdoor s ectator s orts N/A N/A
Old Towne Mixed-use Auditoriums, concert halls,am hitheaters 45 N/A
General Commercial
Yorba Commercial Overlay Office buildings,business, commercial and
Urban Mixed-use professional 50 N/A
Urban Office Professional
Light Industrial Manufacturing,utilities, agriculture N/A N/A
Industrial
Schools,nursing homes,day care facilities, 45 65
hospitals,convalescent facilities,dormitories
Government Facilities-offices, fire stations, 45 N/A
communit buildin s
Public Facilities and Institutions Places of Worshi , Churches 45 N/A
Libraries 45 N/A
Utilities N/A N/A
Cemeteries N/A N/A `
Recreation Commercial Pla rounds,nei hborhood arks N/A 70
Open Space
Open Space-Park Golf courses,riding stables,water recreation, N/A N/A
Open Space-Ridgeline cemeteries
Resource Area
(1) Interior habitable environment excludes bathrooms,closets and corridors.
(2) Exterior noise level standazd to be applied at outdoor activity areas; such as private yards, private patio or balcony of�a multi-family
residence. Where the location of an outdoor activity area is unknown or not applicable,the noise standard shall be applied inside the
property line of the receiving land use.
(3) Interior noise standards shall be satisfied with windows in the closed position. Mechanical ventilation shall be provided per Uniform
Building Code(UBC)requirements.
(4) Within the Urban Mixed-Use, Neighborhood Mixed-Use, Old Towne Mixed-Use, and Medium Density Residenitial land use
designations,exterior space standards apply only to common outdoor recreational azeas.
(5) Within Urban Mixed-Use and Medium Density Residential land use designations, exterior noise levels on private patios or balconies
located within 250 feet of freeways (I-5, SR-57, SR-55, SR-22, or SR-241)and Smart Streets and Principal Arterial identified in the
Circulation&Mobility Element that exceed 70 dB should provide additional common open space.
N/A=Not Applicable to specified land use category or designation.
Source: City of Orange General Plan Table N-3.
Page 5.12-18 Cify of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
Table 5.12-7—City of Orange Maximum Allowable Noise Exposure—Stationary Sources
Noise Level Descri tor Da ime(7 a.m.to 10 .m.) Ni httime(10 .m.to 7 a.m.)
Hourly E uivalent Level(Le ),dBA 55 45
Maximum Level(Lmax),dBA 70 65
(1)These standards apply to new or existing noise sensitive land uses affected by new or existing non-transportation noise sources, as
determined at the outdoor activity azea of the receiving land use. However,these noise level standards do not apply to residential units
established in conjunction with industrial or commercial uses(e.g.caretaker dwellings).
(2) Each of the noise levels specified above should be lowered by five dB for simple tone noises,noises consisting primazily of speech or
music,or for recurring impulsive noises. Such noises aze generally considered by residents to be particularly annoying and are a primary
source of noise complaints. These noise level standards do not apply to residential units established in conjunction with industrial or
commercial uses(e.g.caretaker dwellings).
(3) No standazds have been included for interior noise levels. Standazds construction practices that wmply with exterior noise levels
identified in this table generally result in acceptable interior noise levels.
(4) The City may impose noise level standards which are more or less restrictive than those specified above based upon determination of
existing low or high ambient noise levels. If the existing ambient noise level exceeds the standazds listed in Table N-4,then the noise
level standards shall be increased at 3 dB increments to encompass the ambient noise environment. Noise level standards incorporating
adjustments for existing ambient noise levels shall not exceed a maYimum of 70 dB Leq.
Source:City of Orange Genzral P[an Table N-4.
For City analysis of noise impacts and determining appropriate mitigation under the California
Environmental Quality Act(CEQA), in addition to the maximum allowable noise level standards outlined
in Tables N-3 (Table 5.12-6, Ma�imum Allowable Noise Exposure — Transportation Sources above) and
N-4 (Table 5.12-7, City of Orange Maximum Allowable Noise Exposure — Stationary Sources above)
from the General Plan, an increase in ambient noise levels is assumed to be a significant noise impact if a
project causes ambient noise levels to exceed the following:
• Where the existing ambient noise level is less than 60 dBA, project related permanent
increase in ambient noise levels of 5 dBA CNEL ar greater.
• Where the existing ambient noise level is greater than 65 dBA,project related permanent
increase in ambient noise levels of 3 dBA CNEL or greater.
In addition to the standards provided, the City's General Plan includes the goals and policies that are
applicable to the proposed project. Please refer to Section 5.10, Land Use and Planning for a complete
listing of the City's General Plan goals and policies.
City of Orange Municipal Code
The City's Municipal Code Title 8, Health and Safety, Chapter of 8.24,Noise Control, states:
Section 8.24.050 Exterior Noise Standards
A. The following noise standards (Table 5.12-8, City of Orange Municipal Code Exterior Noise
Standards), unless otherwise specifically indicated, shall apply to all residential property within a
designated noise zone:
Table 5.12-8—City of Orange Municipal Code Exterior Noise Standards
Noise Zone Noise Level Time Period
1 55 dB(A) 7:00 a.m.— 10:00 .m.
50 dB(A) 10:00 .m.—7:00 a.m.
Source:City of Orange Municipal Code Section 8.24.050.
City of Orange-Draft EIR—May 2013 Page 5.12-19
Rio Santiago Project SCH No. 2009051072
5.12 Noise
B. It is unlawful for any person at any location within the City to create any noise, or to allow the creation
of any noise on property owned, leased, occupied or otherwise controlled by such person, which causes °-
the noise level when measured on any other residential property to exceed:
1. The noise standard for a cumulative period of more than thirty minutes in any hour; or
2. The noise standard plus five dB(A) for a cumulative period of more than fifteen miriutes in any
hour; or
3. The noise standard plus ten dB(A) for a cumulative period of more than five minutes in any hour;
or
4. The noise standard plus fifteen dB(A) for a cumulative period of more than one minute in any
hour; or,
5. The noise standard plus twenty dB(A) for any period of time.
C. In the event the ambient noise level exceeds any of the five noise limit categories, designated in
Subsection B of this section,the cumulative period applicable to said category shall be increased to reflect
the ambient noise level. Furthermore, the maximum permissible noise level shall never exceed the
maximum ambient noise level.
D. Each of the noise limits specified in Subsection B shall be reduced by five dB(A) for impact or simple
tone noises, or far noises consisting of speech or music. (Ord. 17-74: Prior Code 9500.5)
Section 8.24.0601nterior Noise Standards
A. The following noise standards (Table 5.12-9, City of Orange Municipal Code Interior Noise
Standards), unless otherwise specifically indicated, shall apply to all residential property within a
designated noise zone:
Table 5.12-9-City of Orange Municipal Code Interior Noise Standards
Noise Zone Noise Level Time Period
1 55 dB(A) 7:00 a.m.— 10:00 .m.
45 dB(A) 10:00 p.m.—7:00 a.m.
Source:City of Orange Municipal Code Section 8.24.060.
B. It is unlawful for any person at any location within the City to create any noise or to allow�he creation
of any noise, or to allow the creation of any noise on property owned, leased, occupied or otherwise
controlled by such person which causes the noise level when measured within a dwelling ianit on any
residential property to exceed:
1. The noise standard for a cumulative period of more than five minutes in any hour; or
2. The noise standard plus five dB(A) for a cumulative period of more than one minute in any hour;
or,
3. The noise standard plus ten dB(A) for any period of time.
Page 5.12-20 City of Orange-Draft ElR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
C. In the event the ambient noise level exceeds any of the above three noise limit categories designated in
Subsection B of this section,the cumulative period applicable to the category shall be increased to reflect
the ambient noise level. Furthermare, the maximum permissible noise level shall never exceed the
maximum ambient noise level.
D. Each of the noise limits specified above shall be reduced by five dB(A) for impact or simple tone
noises, or for noises consisting of speech or music. (Ords. 49-74; 17-74: Prior Code 9500.6)
8.24.070 Exemptions from Chapter Provisions.
The following activities shall be exempted from the provisions of this chapter:
D. Any mechanical device, apparatus or equipment used, related to or connected with emergency
machinery,vehicle or work;
E. Noise sources associated with construction, repair, remodeling, or grading of any real property,
provided said activities do not take place between the hours of 8:00 P.M. and 7:00 A.M. on weekdays,
including Saturday, or at any time on Sunday or a Federal holiday;
I. Noise sources associated with the maintenance of real property, provided such activities take place
between the hours of 7:00 A.M. and 8:00 P.M. on any day except Sunday or a Federal holiday, or
between the hours of 9:00 A.M. and 8:00 P.M. on Sunday or a Federal holiday;
J. Any activity to the extent regulation thereof has been preempted by State or Federal Law. (Ords. 49-
74; 17-74: Prior Code 9500.7)
8.24.080 Special Provisions for Schools, Hospitals and Churches.
It is unlawful for any person to create any noise which causes the noise level at any school, hospital or
church, while the same is in use,to exceed the noise limits as specified in Section 8.24.050 prescribed for
the assigned noise zone in which the school, hospital or church is located; or, which noise level
unreasonably interferes with the use of such institutions or which unreasonably disturbs or annoys
patients in the hospital, provided conspicuous signs are displayed in three separate locations within one-
tenth of a mile of the institution indicating the presence of a school, church or hospital. (Ord. 17-74: Prior
Code 9500.8)
5.12.4 Significance Thresholds
The following thresholds of significance have been established for the evaluation of the proposed
project's potential noise impacts consistent with Appendix G of the State CEQA Guidelines, Federal
Transit Administration standards, and thresholds set forth by the City:
Threshold NOI-A Would the proposed project result in exposure of persons to or generation of
noise levels in excess of standards established in the local general plan or noise
ordinance, or applicable standards of other agencies?
City of Orange-Draft EIR—May 2013 Page 5.12-21
Rio Santiago Project SCH No. 2009051072
5.12 Noise
Threshold NOI-B Would the proposed project result in exposure of persons to or generation of
excessive groundborne vibration or groundborne noise levels?
Threshold NOI-C Would the proposed project result in a substantial permanent increase, in ambient
noise levels in the proposed project vicinity above levels exiting without the
proposed project?
Threshold NOI-D Would the proposed project result in a substantial temporary or periodic increase
in ambient noise levels in the proposed project vicinity above levels existing
without the proposed project?
Threshold NOI-E For proposed projects located within an airport land use plan or, where such a
plan has not been adopted, within two miles of a public airport or public use
airport, would the proposed project expose people residing or working in the
project area to excessive noise levels?
Threshold NOI-F For proposed projects within the vicinity of a private airstrip, would the project
proposed expose people residing or working in the project area to exc��ssive noise
levels?
Construction Noise Thresholds
A construction-related noise impact is considered significant if construction activities are undertaken "
between the hours of 8:00 p.m. and 7:00 a.m.; a� construction activities exceed the stati��nary noise
thresholds of 55 dBA at sensitive receptors between 8:00 p.m. and 10:00 p.m., and 45 d�A between
10:00 p.m. and 7:00 a.m. Because the project construction activities are proposed to be undertaken during
the City's regular construction activity exempt period of 7:00 a.m. to 8:00 p.m., this ,ignificance
threshold is not applicable for this noise impact analysis.
Since some construction activities could result in noise levels that could cause harm to pers��ns such as
hearing loss to residents or warkers, a noise threshold utilizing the OSHA agency limits of noise exposure
is used. The use of a significance threshold using an OSHA standard is considered conservative. The
OSHA standard is limiting noise exposure of workers to 90 dB or less over 8 continuous hours. Typical
construction activities result in a range of noise levels from operating various pieces of equipment.
Typical equipment operating cycles may be used at a full power setting followed by a lo`Ner setting.
Therefore, noise levels fluxuate during construction activities. For the purpose of this noise impact
analysis, noise levels that could expose residents or workers to more than 90 dB for over 8 continuous
hours is considered a significant noise impact.
Operational Transportation Noise Thresholds
In accordance with the City's General Plan(page N-9), a traffic-related noise impact would be considered
significant if the proposed project increases the noise levels on a residential or school land use above 65
dBA CNEL where the without project noise level is below 65 dBA CNEL or by (1) 5 dBA C1VEL where
Page 5.12-22 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
the without project noise level is less than 65 dBA CNEL or(2) 3 dBA CNEL, where the without project
noise level is greater than 65 dBA CNEL.
Because the City's General Plan has not provided a maximum noise level where any increase would be
considered significant, this noise analysis has utilized the Land Use Compatibility for Community Noise
Environments Matrix, prepared by California Department of Health, which shows that the maximum
noise exposure level allowed for residential development with noise reducing mitigation is 75 dBA
CNEL.
Operational Stationary Noise Thresholds
Sections 8.24.050 and 8.24.080 of the City of Orange Municipal Code require that all stationary sources
of noise impacting a residential and school use shall be limited to 55 dBA Leq between 7 a.m. and 10
p.m., and 50 dBA Leq between 10 p.m. and 7 a.m.. Table N-4 of the General Plan requires that all
stationary sources of noise impacting a residential and school use shall be limited to 55 dBA Leq and 70
dBA Lmax between 7 a.m. and 10 p.m., and 45 dBA Leq and 65 dBA Lmax between 10 p.m. and 7 a.m..
Because Table N-4 of the General Plan provides the more stringent thresholds, that has been used in this
analysis.
In addition, Section 8.24.060 of the Orange Municipal Code sets an interior noise standard at any
residential use of 55 dBA between 7:00 a.m. and 10 p.m., and 45 dBA between 10:00 p.m. and 7:00 a.m.
Vibration Thresholds
For the purposes of this noise impact analysis, a vibration impact would be considered significant if it
involves any construction-related impacts in excess of 0.25 inch per second PPV or any operations-related
impacts in excess of 0.04 inch per second PPV at the nearby homes. (Caltrans, Transportation and
Construction Induced Vibration Guidance Manual, June 2004)
5.12.5 Evaluation of Potential Project Impacts
This section will evaluate whether the proposed project would potentially have a substantial adverse
effect based on noise. This evaluation assumes that the project will be implemented consistent with the
Project Description, including all Project Design Features(PDF's).
Project Design Features
All Project Design Features (PDF's) associated with noise are noted below in Table 5.15-10, Project
Design Features & Noise Impact Comparison. The table identifies the PDF's related to each CEQA
threshold. The checkmark indicates that the PDF reduces, eliminates, and/or avoids impacts associated
with the related threshold. Refer to the threshold analysis for specific details.
City of Orange-Draft EIR—May 2013 Page 5.12-23
Rio Santiago Project SCH No. 2009051072
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5.12 Noise
Temporary or Periodic Ambient Noise Levels
Threshold NOI-A Would the proposed project result in exposure of persons to or generation of noise
�-. - levels in excess of standards established in the local general plan or noise
ordinance, or applicable standards of other agencies?
[CEQA Noise Threshold 12(a)]
Construction Noise Levels
Short-term noise impacts could occur during construction activities from either the noise impacts created
from the transport of workers and movement of construction materials to and from the proposed project
site, or from the noise generated on-site during grading, building construction, paving, and application of
architectural coatings activities.
At the time of the NOP, portions of the proposed project site were being used for materials recycling and
backfilling operation. The backfill operation will restore those portions of the project site within the
limits of activity to the elevations approved by Grading Permit #2047. Backfilling is occurring in
portions of Planning Areas A, B, and C. Approximately five acres in the southeastern portion of the
proposed project site (Planning Area D) are being utilized for asphalt and concrete recycling. The
remainder of the proposed project site is vacant. The project site is bounded to the south across East
Santiago Canyon Road by residential development, a flower, fruit, and vegetable stand with associated
off-street parking, the Mara Brandman Arena site, and Salem Lutheran School. To the west, the project
site is bounded by the closed County of Orange Villa Park Landfill site and across Cannon Street along
the northwest property line by residential development. Mabury residential development bounds the
project site to the north. The project site is bounded to the east by residential development and County of
Orange owned property to the northeast. The closest noise sensitive land uses are the nearby single-
family homes, with the nearest residential structures located approximately 50 feet east of the proposed
area to be graded. The closest school is Salem-Lutheran School, which is a private elementary school
located approximately 300 feet southeast of the proposed area to be graded.
The proposed project site is presently being backfilled in order to restore the previously mined portions of
the proposed project site. This is a land use that started on February l, 2010, and will occur on the
proposed project site until City approved grades are achieved, which is anticipated to occur around 2014
.During the backfilling operation approximately 2,248,200 cubic yards of material will be over excavated
and a total of 1,100,000 cubic yards will be imported to the site. Although this backfilling operation is
separate from the proposed project, some of this operation would have had to occur to construct the
proposed project.
Accarding to Air Quality Impact Analysis Rio Santiago Project, prepared by Vista Environmental,
October 3, 2011,the on-going backfilling and subsequent(project related) grading activities would be the
phase of construction with the most on-site construction equipment, which results in the highest noise
impacts. The noise measurements and modeling of the existing conditions presents the noise levels
created during a typical day of backfilling and grading operations. However, during the course of grading
the proposed project site, at some point grading activities will focus on the eastern edge of the proposed
City of Orange-Draft EIR—May 2013 Page 5.12-25
Rio Santiago Project SCH No. 2009051072
5.12 Noise
project site, where equipment will operate as near as 50 feet from the existing homes on the east side of
the proposed project site.
The greatest potential construction-related noise impacts would occur during the grading of the east side
of the proposed project site and that has been modeled with the SoundPlan model. All of the equipment
that is currently operating on the proposed project site and is listed in Technical Appendix L, Noise
Impact Analysis was moved to the eastern portion of the proposed project site and the modele�d stockpiles
were removed in order to provide worst-case construction noise impacts to the nearby sensitive receptors.
All other parameters including the hours of operation were kept the same. A summary of the results of the
construction noise impacts is shown below in Table 5.12-11, Construction Noise Impacts at Nearby
Sensitive Receptors.
The analysis shows that the noise levels during the project grading operations may be as high a�s 65.8 dBA
Leq and increase by as much as 11.9 dBA over the existing noise levels at the exterior areas olFthe nearby
sensitive receptors. The construction-related noise levels at the nearby residential and school uses would
be below 90 dBA, which is the threshold of significance. Therefore, through compliance v��ith Section
8.24.070 of the City's Municipal Code, which places restrictions on when construction activities may
occur,the construction-related noise impacts would be less than significant.
Table 5.12-11: Construction Noise Impacts at Nearby Sensitive Receptors
Grading East Side Existing dBA Leq Increase Over
Receiver Descri tion dBA Le da Existin
1 Residential to the northwest 65.6 65.9 -��.3
2 Residential to the northwest 58.6 58.7 -I�.1
3 Residential to the northwest 58.1 58.4 -Q.3
4 Residential to the north 55.4 54.7 0.7
5 Residential to the north 54.8 54.8 0.0
6 Residential to the north 582 572 ].0
7 Residential to the north 65.6 53.7 11.9
8 Residential to the east 60.7 52.6 S.1
9 Residential to the east 62.4 56.2 Ei.2
10 Residential to the east 59.2 57.1 �!.1
11 School to the southeast 65.8 64.9 CI.9
12 Residential to the south 62.1 61.8 03
13 Residential to the south 62.7 62.8 -0.1
14 Residential to the southwest 63.5 63.5 C�.O
15 Residential to the southwest 63.2 63.2 CI.O
Source: Appendix L,Noise Impact Arurlysrs.
Operational Noise Levels
Potential noise impacts associated with the operations of the proposed project are a result of project-
generated vehicular traffic on the project vicinity roadways and from stationary noise sources associated
with the proposed recreational area.
Page 5.12-26 City of Orange-Draft EIR-May 2013
SCH No. 2009051072 Rio S�ntiago Project
5.12 Noise
Potential Off-site Vehicular Noise Impacts
Vehicle noise is a combination of the noise produced by the engine, exhaust and tires. The level of traffic
noise depends on three primary factors (1) the volume of traffic, (2) the speed of traffic, and (3) the
number of trucks in the flow of traffic. The proposed project does not propose any uses that would
require a substantial number of truck trips and the proposed project would not alter the speed limit on any
existing roadway, so the proposed project's potential offsite noise impacts have been focused on the noise
impacts associated with the change of volume of traffic that would occur with development of the
proposed project.
In addition, to the noise from vehicles described above, the proposed project has the potential to increase
the number of emergency responders and associated siren noise on the nearby roadways. According to
the DEIR Section 5.14, Public Services, only Planning Area C, the proposed age-qualified residences
would have the potential for increased emergency responder call volumes, when compared to the
surrounding land uses. Section 5.14, Public Services found that Planning Area C would generate
approximately 124 emergency responder calls per year, which results in an average of one emergency
responder visit every 2.9 days to Planning Area C. According to the Standard Practice for Emergency
Medical Dispatch, prepared by The American Society for Testing Materials, "Lights and Sirens should be
reserved for those situations or circumstances in which response and transport times have been shown to
improve a patient's chances for survival or quality of life. Examples of such situations included cardiac
or respiratory arrest, airway obstructions, extreme dyspnea, critical trauma, childbirth, and problems with
pregnancy, drowning, and electrocution." Therefore, the actual number of emergency responder trips to
Planning Area C with lights and sirens operational would be much lower than the anticipated one trip
every 2.9 days. For determining roadway noise impacts, the City relies on the CNEL noise metric, which
is based on a weighted 24-hour noise level, since the noise associated with the increase in emergency
responder trips would occur on a less than daily basis, it would not provide a measurable increase to the
CNEL noise levels and has not been included in the roadway noise analysis.
The potential off-site traffic noise impacts created by the on-going operations of the proposed project
have been analyzed through utilization of the FHWA Model and parameters described. The future
average daily traffic (ADT) volumes on the study area roadways were obtained from the Traffic Impact
Analysis. The ADT volumes have been provided for the existing with project, year 2017 baseline, year
2017 with project, year 2030 baseline, and year 2030 with project scenarios. The without project traffic
volumes used in this analysis include a The ADT volumes used in this analysis are shown in Technical
Appendix L,Noise Impact Analysis, Table P.
The potential off-site noise impacts caused through the increase in vehicular traffic from the on-going
operations from the proposed project on to the project study area roadways have been analyzed for the
following five traffic scenarios:
• Existing With Project: This scenario refers to the existing traffic noise conditions,plus the net
traffic generated from the on-going operations of the proposed project without the traffic
generated from the materials recycling and backfilling operations.
City of Orange-Draft E/R—May 2013 Page 5.12-27
Rio Santiago Project SCH No. 2009051072
5.12 Noise
• Year 2017 Baseline: This scenario refers to the future traffic noise conditions base�d on the
existing conditions that includes 591 daily trips generated from the existing materiials ��
recycling and backfilling operations on the project site plus an area growth rate of 2.8 percent
per year and traffic from cumulative projects,without construction of the proposed project.
• Year 2017 With Project: This scenario refers to the future traffic noise conditions based on
the Year 2017 Baseline conditions plus the net traffic,which consists of the traffic generated
from the on-going operations of the proposed project minus the traffic generated firom the
existing materials recycling and backfilling operations.
• Year 2030 Baseline: This scenario refers to the future traffic noise conditions provided in the
OTAM traffic model,which is based on the year 2030 Existing General Plan traffic
projections for the project site that includes 126 single-family homes on the project site in
what is defined as Planning Area A,without construction of the proposed project.
• Year 2030 With Project: This scenario refers to the future traffic noise conditions lhased on
the Year 2030 Baseline conditions, plus the net traffic, which consists of the traffir,generated
from the on-going operations of the proposed project minus the traffic generated fi•om the 126
single-family homes in Planning Area A.
In order to quantify the traffic noise impacts along the analyzed roadways, the roadway noise contours
were calculated. Noise contours represent the distance to noise levels of a constant value and are
measured from the center of the roadway. For analysis comparison purposes, the Ldn and CNEL noise ""`
levels are calculated at the distance to the nearest sensitive receptor (residential or school), which was
determined through aerial photographs of the study area roadways. In addition, the distance from the
centerline to the 55, 60, 65,and 70 dBA noise levels are calculated for both Ldn and CNEL standards.
Existing With Project Conditions
The calculated existing with project noise contours are shown in Table 5.12-12, Existing Yi'ith Project
Roadway Noise Contours; and, shows that when the roadway segments that have adjacent residential and
school uses are compared to existing without project conditions, no additional roadway segnxents would
exceed the City's residential and school noise standard of 65 dBA CNEL. The noise levels on ,all roadway
segments would range from 573 to 73.1 dBA CNEL.
Page 5.12-28 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
Table 5.12-12: Existing With Project Roadway Noise Contours
CNEL at Distance to Contour(feet)
Nearest
Receptor 70 dBA 65 dBA 60 dBA 55 dBA
Roadway Segment (dBA)� CNEL CNEL CNEL CNEL
Katella Avenue West of State Route 55 70.5 87 188 404 870
Katella Avenue West of Handy Street 69.2 70 152 327 704
Katella Avenue West of Santiago Boulevard 68.9 68 146 315 678
Villa Park Road West of Center Drive 671 RW 110 238 513
Villa Park Road West of Lemon Street 66.9 RW 107 232 499
Villa Park Road West of Hewes Street 68.4 63 135 291 627
Villa Park Road West of Cannon Street 71.3 73 158 341 734
Wanda Street North of Katella Avenue 69.7 47 102 220 474
Wanda Street South of Katella Avenue 67.0 RW 68 146 314
Santiago Canyon Road East of Cannon Street 73.1 96 208 448 964
Santiago Canyon Road East of Orange Park Boulevard 70.3 73 157 338 728
Santiago Canyon Road East of Meads Avenue 69.8 68 146 315 679
Santiago Canyon Road East of Newport Boulevard 65.3 RW 115 248 533
E. Santiago Canyon Road East of Jamboree Road 66.5 64 138 298 642
Hewes Street South of Villa Park Road 62.7 RW RW 76 163
Serrano Avenue East of Cannon Street 64.9 RW 69 149 320
Cannon Street North of Serrano Avenue 68.0 66 142 306 658
Cannon Street North of Taft Avenue 67.7 RW 122 262 564
Cannon Street North of Santiago Canyon Road 72.7 91 196 423 910
Cannon Street South of Santiago Canyon Road 61.9 RW RW 67 145
Orange Park Boulevard South of Santiago Canyon Road 60.7 RW RW 50 108
Newport Boulevard South of Santiago Canyon Road 573 RW RW 66 143
Chapman Avenue West of Cannon Street 71.4 86 186 401 863
Chapman Avenue East of Cannon Street 71.0 70 151 325 699
Chapman Avenue East of Orange Park Boulevard 68.1 59 128 275 593
Chapman Avenue East of Newport Boulevard 67.9 RW 126 271 583
Jamboree Road South of Santiago Canyon Road 60.9 RW 75 162 348
Jamboree Road South of Chapman Avenue 64.7 62 135 290 625
� Distance to nearest residential or school use shown in Appendix L,Noise Impact Analysis Ta61e N,does not take into account existing noise barriers.
RW=Noise contour is located within right-of-way of roadway.
Source: Appendix L,Noise Impact Analysis.
City of Orange-Draft EIR—May 2013 Page 5.12-29
Rio Santiago Project SCH No. 2009051072
5.12 Noise
Year 2017 Baseline Conditions
The calculated year 2017 baseline noise contours are shown in Table 5.12-13, Year 20.17 Baseline
Roadway Noise Contours; and, shows that the following roadway segments of: Katella Avenue; Villa
Park Road; Wanda Street; Santiago Canyon Road; East Santiago Canyon Road; Serrano Avernue; Cannon
Street from north of Serrano Avenue to north of Santiago Canyon Road; Chapman Avenue ar�d Jamboree
Road south of Chapman Avenue would exceed the City's 65 dBA CNEL residential and school standard.
The noise levels on all roadway segments would range from 58.2 to 73.4 dBA CNEL.
Year 2017 With Proiect Conditions
The calculated year 2017 with project noise contours are shown in Table 5.12-14, Year 2017 ti�ith Project
Roadway Noise Contours; and, shows that when the roadway segments that have adjacent residential and
school uses are compared to year 2017 baseline conditions, no additional roadway segm�ents would
exceed the City's residential and school noise standard of 65 dBA CNEL. The noise levels on all roadway
segments would range from 57.6 to 73.0 dBA CNEL.
Year 2030 Baseline Conditions
The calculated year 2030 with project noise contours are shown below in Table 5.12-15, Year 2030
Baseline Roadway Noise Contours; and, shows that the following roadway segments of: Katella Avenue;
Villa Park Road; Wanda Street; Santiago Canyon Road; East Santiago Canyon Road; Serra:no Avenue;
Cannon Street from north of Serrano Avenue to north of Santiago Canyon Road; Chapman �venue; and
Jamboree Road south of Chapman Avenue would exceed the CiTy's 65 dBA CNEL residential and school
standard. The noise levels on all roadway segments would range from 629 to 76.4 dBA CNEL,.
Year 2030 with Proiect Conditions
The calculated year 2030 with project noise contours are shown below in Table 5.12-16, Yea�•2030 With
Project Roadway Noise Contours; and, shows that when the roadway segments that have adjacent
residential and school uses are compared to year 2030 baseline conditions, no additional roadway
segments would exceed the City's residential and school noise standard of 65 dBA CNEL. The noise
levels on all roadway segments would range from 63.0 to 76.5 dBA CNEL.
Project Impacts
In order for off-site roadway noise impacts created by the proposed project's operations to be considered
significant, the proposed project would need to increase the noise levels on a residential or school land
use above 65 dBA CNEL where the without project noise level is below 65 dBA CNEL, or by (1) 5 dBA
CNEL, where the without project noise level is less than 65 dBA CNEL or (2) 3 dBA CNEL, where the
without project noise level is greater than 65 dBA CNEL. A significant impact would also �occur if the
proposed project provides any increase to a residential or school use which already exceeds 75 dBA
CNEL. The proposed project's on-site and off-site noise impacts have been analyzed for the existing,
year 2017, and 2030 conditions.
Page 5.12-30 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
Table 5.12-13: Year 2017 Baseline Roadway Noise Contours
CNEL at Distance to Contour(feet)
Nearest
Receptor 70 dBA 65 dBA 60 dBA 55 dBA
Roadway Segment (dBA)� CNEL CNEL CNEL CNEL
Katella Avenue West of State Route 55 70.7 89 191 411 885
Katella Avenue West of Handy Street 69.6 75 161 347 747
Katella Avenue West of Santiago Boulevard 69.3 72 155 335 721
Villa Park Road West of Center Drive 67.6 RW 120 258 555
Villa Park Road West of Lemon Street 67.7 RW 121 261 563
Villa Park Road West of Hewes Street 69.3 72 155 334 719
Villa Park Road West of Cannon Street 72.1 83 180 387 834
Wanda Street North of Katella Avenue 70.3 53 113 244 526
Wanda Street South of Katella Avenue 67.3 RW 72 154 332
Santiago Canyon Road East of Cannon Street 73.2 98 211 454 978
Santiago Canyon Road East of Orange Park Boulevard 70.9 80 172 371 800
Santiago Canyon Road East of Meads Avenue 70.4 74 160 345 744
Santiago Canyon Road East of Newport Boulevard 65.9 RW 126 271 584
E. Santiago Canyon Road East of Jamboree Road 67.2 71 154 331 713
Hewes Street South of Villa Park Road 62.8 RW RW 77 166
Serrano Avenue East of Cannon Street 65.6 RW 77 166 358
Cannon Street North of Serrano Avenue 68.6 73 157 339 730
Cannon Street North of Taft Avenue 68.4 62 134 289 623
Cannon Street North of Santiago Canyon Road 73.4 101 218 470 1013
Cannon Street South of Santiago Canyon Road 62.6 RW RW 74 160
Orange Park Boulevard South of Santiago Canyon Road 61.2 RW RW 54 116
Newport Boulevard South of Santiago Canyon Road 58.2 RW RW 75 162
Chapman Avenue West of Cannon Street 71.7 91 197 424 913
Chapman Avenue East of Cannon Street 71J 78 169 364 784
Chapman Avenue East of Orange Park Boulevard 68.8 67 143 309 666
Chapman Avenue East of Newport Boulevard 68.7 66 141 305 657
Jamboree Road South of Santiago Canyon Road 61.5 RW 82 177 382
Jamboree Road South of Chapman Avenue 65.4 69 149 322 693
� Distance to nearest residential or school use shown in Appendix L,Noise Impact Analysis Table N,does not take into account existing noise barriers.
RW=Noise contour is located within right-of-way of roadway.
Source: Appendrz L,Noise Impact Analysis.
City of Orange-Draft EIR—May 2013 Page 5.12-31
Rio Santiago Project SCH No. 2009051072
5.12 Noise
Table 5.12-14: Year 2017 With Project Roadway Noise Contours ��.
CNEL at Distance to Contour(feet)
Nearest
Receptor 70 dBA 65 dBA 60 dBA 55 dBA
Roadway Segment (dBA)� CNEL CNEL CNEL CNEL
Katella Avenue West of State Route 55 70.7 89 191 411 885
Katella Avenue West of Handy Street 69.6 75 161 347' 747
Katella Avenue West of Santiago Boulevard 69.3 72 155 335 721
Villa Park Road West of Center Drive 67.6 RW 120 258 555
Villa Park Road West of Lemon Street 67.7 RW 121 261 563
Villa Park Road West of Hewes Street 69.3 72 155 334 719
Villa Park Road West of Cannon Street 72.1 83 180 387 834
Wanda Street North of Katella Avenue 70.3 53 113 244 526
Wanda Street South of Katella Avenue 67.3 RW 72 154 332
Santiago Canyon Road East of Cannon Street 73.2 98 211 454 978
Santiago Canyon Road East of Orange Park Boulevard 70.9 80 172 371 800
Santiago Canyon Road East of Meads Avenue 70.4 74 160 345 744
Santiago Canyon Road East of Newport Boulevard 65.9 RW 126 271 584
E. Santiago Canyon Road East of Jamboree Road 67.2 71 154 331 713
Hewes Street South of Villa Park Road 62.8 RW RW 77 166
Serrano Avenue East of Cannon Street 65.6 RW '77 166 358
Cannon Street North of Serrano Avenue 68.6 73 157 339 730
Cannon Street North of Taft Avenue 68.4 62 134 289 623
Cannon Street North of Santiago Canyon Road 73.4 101 218 470 1013
Cannon Street South of Santiago Canyon Road 62.6 RW RW 74 160
Orange Park Boulevard South of Santiago Canyon Road 61.2 RW RW 54 116
Newport Boulevard South of Santiago Canyon Road 58.2 RW RW 75 162
Chapman Avenue West of Cannon Street 71.7 91 197 424 913
Chapman Avenue East of Cannon Street 71.7 78 169 364 784
Chapman Avenue East of Orange Park Boulevard 68.8 67 143 309 666
Chapman Avenue East of Newport Boulevard 68.7 66 141 305 657
Jamboree Road South of Santiago Canyon Road 61.5 RW 82 177 382
Jamboree Road South of Chapman Avenue 65.4 69 149 322 693
� Distance to nearest residential or school use shown in Appendix L,Noise Impac[Analysis Table N,does not take into account existing noise barriers.
RW=Noise contour is located within right-of-way of roadway.
Source: Appendix L,Noise Impact Analysis.
Page 5.12-32 City of Orange-Draft EIR-May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
Table 5.12-15: Year 2030 Baseline Roadway Noise Contours
CNEL at Distance to Contour(feet)
Nearest
Receptor 70 dBA 65 dBA 60 dBA 55 dBA
Roadway Segment (dBA)� CNEL CNEL CNEL CNEL
Katella Avenue West of State Route 55 71.0 94 201 434 935
Katella Avenue West of Handy Street 69.5 74 160 346 745
Katella Avenue West of Santiago Boulevard 69.8 78 168 363 782
Villa Park Road West of Center Drive 68.7 65 140 302 651
Villa Park Road West of Lemon Street 68.8 66 143 308 663
Villa Park Road West of Hewes Street 70.3 83 180 387 834
Villa Park Road West of Cannon Street 73.4 102 219 472 1,017
Wanda Street North of Katella Avenue 70.8 57 122 263 566
Wanda Street South of Katella Avenue 68.1 RW 81 174 374
Santiago Canyon Road East of Cannon Street 76.4 159 343 739 1,593
Santiago Canyon Road East of Orange Park Boulevard 74.1 131 282 607 1,309
Santiago Canyon Road East of Meads Avenue 73.9 127 275 591 1,274
Santiago Canyon Road East of Newport Boulevard 68.2 84 181 390 840
E. Santiago Canyon Road East of Jamboree Road 71.3 134 290 624 1,344
Hewes Street South of Villa Park Road 63.4 RW RW 84 181
Serrano Avenue East of Cannon Street 66.7 RW 91 196 423
- Cannon Street North of Serrano Avenue 70.0 90 194 418 900
Cannon Street North of Taft Avenue 70.7 89 191 412 889
Cannon Street North of Santiago Canyon Road 74.9 128 276 595 1282
Cannon Street South of Santiago Canyon Road 63.9 RW RW 91 196
Orange Park Boulevard South of Santiago Canyon Road 62.9 RW RW 70 152
Newport Boulevard South of Santiago Canyon Road 63.5 RW 79 170 367
Chapman Avenue West of Cannon Street 72.3 100 216 466 1004
Chapman Avenue East of Cannon Street 72.8 93 200 431 928
Chapman Avenue East of Orange Park Boulevard 69.6 76 163 351 757
Chapman Avenue East of Newport Boulevard 721 111 240 516 1112
Jamboree Road South of Santiago Canyon Road 63.8 RW 116 250 539
Jamboree Road South of Chapman Avenue 67.2 91 196 422 910
� Distance to nearest residential or school use shown in Appendix L,Noise Impact Analysis Table N,does not take into account existing noise barriers.
RW=Noise contour is located within right-of-way of roadway.
Source: Appendix L,Noise Impact Analysis.
City of Orange-Draft EIR—May 2013 Page 5.12-33
Rio Santiago Project SCH No. 2009051072
5.12 Noise
Table 5.12-16: Year 2030 With Project Roadway Noise Contours -{.
CNEL at Distance to Contour(feet)
Nearest
Receptor 70 dBA 65 dBA 60 dBA 55 dBA
Roadway Segment (dBA)� CNEL CNEL CNEL CNEL
Katella Avenue West of State Route 55 71.1 94 203 438 943
Katella Avenue West of Handy Street 69.6 75 161 34'7 748
Katella Avenue West of Santiago Boulevard 69.9 79 169 364 785
Villa Park Road West of Center Drive 68.7 66 142 30� 660
Villa Park Road West of Lemon Street 68.9 67 145 31:? 672
Villa Park Road West of Hewes Street 70.3 84 182 391 843
Villa Park Road West of Cannon Street 73.5 103 221 47'7 1,028
Wanda Street North of Katella Avenue 70.9 57 123 266 573
Wanda Street South of Katella Avenue 68.1 RW 81 174 374
Santiago Canyon Road East of Cannon Street 76.5 163 350 75'i 1,627
Santiago Canyon Road East of Orange Park Boulevard 74.2 134 289 623 1,343
Santiago Canyon Road East of Meads Avenue 73.9 128 276 59'i 1,281
Santiago Canyon Road East of Newport Boulevard 68.2 84 181 390 840
E. Santiago Canyon Road East of Jamboree Road 713 135 290 62fi 1,348
Hewes Street South of Villa Park Road 63.4 RW RW 85 182
Serrano Avenue East of Cannon Street 66.7 RW 91 19;� 424
Cannon Street North of Serrano Avenue 70.0 90 194 41 fs 901
Cannon Street North of Taft Avenue 70.7 89 192 414 892
Cannon Street North of Santiago Canyon Road 74.9 128 275 59�G 1279
Cannon Street South of Santiago Canyon Road 63.9 RW RW 91 196
Orange Park Boulevard South of Santiago Canyon Road 63.0 RW 33 71 154
Newport Boulevard South of Santiago Canyon Road 63.6 RW 81 17� 374
Chapman Avenue West of Cannon Street 72.4 101 217 46i' 1007
Chapman Avenue East of Cannon Street 72.9 93 200 432: 930
Chapman Avenue East of Orange Park Boulevard 69.7 76 163 35�; 759
Chapman Avenue East of Newport Boulevard 72.2 112 241 515� 1117
Jamboree Road South of Santiago Canyon Road 63.8 RW 116 250 539
Jamboree Road South of Chapman Avenue 672 91 196 423 912
� Distance to nearest residential or school use shown in Appendix L,Noise Impact Analysis Table N,does not take into account existing noise barriers.
RW=Noise contour is located within right-of-way of roadway.
Source: Appendrx L,Noise Impact Analysis.
Page 5.12-34 City of Orange-Draft E/R—May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
Existinq Conditions
The proposed project's potential off-site noise impacts have been calculated through a comparison of the
existing scenario to the existing with project scenario. The results of this comparison are shown in Table
5.12-17, Existing Project Tra�c Noise Contributions. This shows that for the existing conditions, noise
level contributions from the proposed project to the study area roadways would range from 0.0 to 0.7
dBA CNEL,which is below the 5 dBA increase threshold for roadways below 65 dBA CNEL; and, below
the 3 dBA increase threshold for roadways that exceed 65 dBA CNEL. In this scenario, no additional
roadway segments would exceed the City's residential or school noise standard of 65 dBA CNEL when
compared to existing without project conditions. In addition, no roadways would exceed the 75 dBA
CNEL maximum noise exposure level. Therefore for the existing conditions, no significant long-term
off-site noise impacts from project-related vehicle noise would occur along the study area roadways
segments.
Year 2017 Conditions
The proposed project's potential off-site noise impacts have been calculated through a comparison of the
year 2017 baseline scenario to the year 2017 with project scenario. The results of this comparison are
shown in Table 5.12-18, Year 2017 Project Tra�c Noise Contributions. This shows that for the year 2017
conditions, noise level contributions from the proposed project to the study area roadways would range
from 0.1 to 0.6 dBA CNEL, which is below the 5 dBA increase threshold for roadways below 65 dBA
CNEL and below the 3 dBA increase threshold for roadways that exceed 65 dBA CNEL. In this scenario,
no additional roadway segments would exceed the City's residential or school noise standard of 65 dBA
CNEL when compared to year 2017 baseline conditions. In addition no roadways would exceed the 75
dBA CNEL maximum noise exposure level. Therefore for the year 2017 conditions, no significant long-
term off-site noise impacts from project-related vehicle noise would occur along the study area roadways
segments.
Year 2030 Conditions
The proposed project's potential off-site noise impacts have been calculated through a comparison of the
year 2030 baseline scenario to the year 2030 with project scenario. The results of this comparison are
shown in Table 5.12-19, Year 2030 Project Traffic Noise Contributions. The table shows that for the year
2030 conditions, noise level contributions from the proposed project to the study area roadways would
range from OA to 0.1 dBA CNEL, which is below the 5 dBA increase threshold for roadways below 65
dBA CNEL and below the 3 dBA increase threshold for roadways that exceed 65 dBA CNEL. In this
scenario, no additional roadway segments would exceed the City's residential or school noise standard of
65 dBA CNEL when compared to year 2030 baseline conditions. In addition, no roadways would exceed
the 75 dBA CNEL maximum noise exposure level. Therefore for the year 2030 conditions, no significant
long-term off-site noise impacts from project-related vehicle noise would occur along the study area
roadways segments.
City of Orange-Draft EIR—May 2013 Page 5.12-35
Rio Santiago Project SCH No. 2009051072
5.12 Noise
Table 5.12-17: Existing Project Traffic Noise Contributions
dBA CNEL at Nearest Rece tor� Potential
Existing With Project Significant
Roadwa Se ment Existin Pro'ect Contribution Im act?
Katella Avenue West of State Route 55 70.0 70.0 0.0 No
Katella Avenue West of Handy Street 68.6 68.6 0.1 No
Katella Avenue West of Santiago Boulevard 68.3 68.4 0.1 No
Villa Park Road West of Center Drive 66.4 66.6 0.2 No
Villa Park Road West of Lemon Street 66.2 66.4 0.2 No
Villa Park Road West of Hewes Street 67.5 67.8 0.2 No
Villa Park Road West of Cannon Street 70.3 70.7 0.3 No
Wanda Street North of Katella Avenue 68.8 68.9 01 No
Wanda Street South of Katella Avenue 66.2 66.2 0.0 No
Santiago Canyon Road East of Cannon Street 71.6 723 0.7 No
Santia o Can on Road East of Oran e Park Boulevard 69.3 69.5 0.2 No
Santia o Canyon Road East of Meads Avenue 68.9 69.0 0.2 No
Santiago Canyon Road East of New ort Boulevard 64.3 64.5 0.2 No
E. Santia o Can on Road East of Jambaree Road 65.6 65.6 0.1 No
Hewes Street South of Villa Park Road 61.7 61.9 03 No
Serrano Avenue East of Cannon Street 64.3 64.4 0.0 No
Cannon Street North of Serrano Avenue 67.1 67.2 0.1 No
Cannon Street North of Taft Avenue 66.9 67.1 0.1 No
Cannon Street North of Santiago Canyon Road 72.0 72.1 0.1 No
Cannon Street South of Santia o Can on Road 61.0 61.2 0.2 No
Orange Park Boulevard South of Santiago Canyon Road 59.6 59.9 0.3 No
Newport Boulevard South of Santiago Canyon Road 56.8 56.8 0.0 No
Cha man Avenue West of Cannon Street 70.7 70.7 0.0 No
Chapman Avenue East of Cannon Street 70.2 70.2 0.0 No
Chapman Avenue East of Orange Park Boulevard 673 67.3 0.0 No
Cha man Avenue East of New ort Boulevard 67.2 67.2 0.0 No
Jamboree Road South of Santiago Canyon Road 60.2 60.4 0.2 No
Jamboree Road South of Chapman Avenue 63.8 63.9 0.1 No
� Distance to nearest residential or school use shown in Appendix L,Noise Impact Analysis Table N,does not take into aCcount existing noise barfier5.
RW=Noise contour is located within ri ht-of-wa of roadwa .
Source: Appendfx L,Noise Impact Analysis.
Page 5.12-36 City of Orange-Draft E/R-May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
Table 5.12-18: Year 2017 Project Traffic Noise Contributions
dBA CNEL at Nearest Rece tor� Potential
Year 2017 Year 2017 With Project Significant
Roadwa Se ment Base Pro'ect Contribution Im act?
Katella Avenue West of State Route 55 70.1 70.2 0.1 No
Katella Avenue West of Handy Street 69.0 69.1 0.1 No
Katella Avenue West of Santia o Boulevard 68.8 68.9 0.1 No
Villa Park Road West of Center Drive 67.1 67.3 0.2 No
Villa Park Road West of Lemon Street 67.2 67.4 0.2 No
Villa Park Road West of Hewes Street 68.6 68.8 0.2 No
Villa Park Road West of Cannon Street 71.5 71.7 0.2 No
Wanda Street North of Katella Avenue 69.6 69.6 0.0 No
Wanda Street South of Katella Avenue 66.6 66.6 0.0 No
Santiago Canyon Road East of Cannon Street 72.4 73.0 0.6 No
Santia o Canyon Road East of Orange Park Boulevard 70.1 70.2 0.1 No
Santia o Can on Road East of Meads Avenue 69.6 69.8 0.2 No
Santiago Canyon Road East of New ort Boulevard 65.1 653 0.2 No
E. Santiago Canyon Road East of Jamboree Road 66.3 66.4 0.1 No
Hewes Street South of Villa Park Road 62.1 623 0.2 No
Serrano Avenue East of Cannon Street 65.1 65.1 0.0 No
Cannon Street North of Serrano Avenue 67.9 68.0 0.1 No
Cannon Street North of Taft Avenue 67.7 67.8 0.1 No
Cannon Street North of Santiago Canyon Road 72.8 72.8 0.0 No
Cannon Street South of Santiago Canyon Road 61.8 62.0 0.2 No
Oran e Park Boulevard South of Santia o Can on Road 60.4 60.7 0.3 No
Newport Boulevard South of Santiago Canyon Road 57.6 57.6 0.0 No
Cha man Avenue West of Cannon Street 71.1 71.1 0.0 No
Cha man Avenue East of Cannon Street 71.0 71.0 0.0 No
Cha man Avenue East of Orange Park Boulevard 68.0 68.1 0.1 No
Cha man Avenue East of Newport Boulevard 67.9 67.9 0.0 No
Jamboree Road South of Santia o Can on Road 61.0 61.2 0.2 No
Jamboree Road South of Chapman Avenue 64.6 64.7 0.1 No
� Distance to nearest residential or school use shown in Appendix L,Noise Impact Analysis Table N,does not take into account existing noise barriers.
RW=Noise contour is located within right-of-wa of roadway.
Source: Appendix L,Noise Impact Analysis.
City of Orange-Draft E/R-May 2013 Page 5.12-37
Rio Santiago Project SCH No. 2009051072
5.12 Noise
Table 5.12-19-Year 2030 Project Traffic Noise Contributions
dBA CNEL at Nearest Rece tor� Potential
Year 2030 Year 2030 With Project Significant
Roadwa Se ment Base Pro'ect Contribution Im act?
Katella Avenue West of State Route 55 70.5 70.6 0.1 No
Katella Avenue West of Hand Street 69.0 69.0 0.0 No
Katella Avenue West of Santiago Boulevard 69.3 69.4 0.1 No
Villa Park Road West of Center Drive 68.1 68.2 0.1 No
Villa Park Road West of Lemon Street 68.3 68.3 0.0 No
Villa Park Road West of Hewes Street 69.6 69.7 01 No
Villa Park Road West of Cannon Street 72.8 72.8 0.0 No
Wanda Street North of Kate(la Avenue 70.0 70.1 0.1 No
Wanda Street South of Katella Avenue 67.3 673 OA No
Santia o Canyon Road East of Cannon Street 75.6 75.7 0.1 No
Santia o Can on Road East of Oran e Park Boulevard 733 73.5 0.2 No
Santiago Canyon Road East of Meads Avenue 73.1 73.2 0.1 No
Santiago Canyon Road East of Newport Boulevard 67.5 67.5 0.0 No
E. Santia o Canyon Road East of Jamboree Road 70.5 70.5 0.0 No
Hewes Street South of Villa Park Road 62.6 62.7 0.1 No
Serrano Avenue East of Cannon Street 66.2 66.2 0.0 No
Cannon Street North of Serrano Avenue 69.2 69.2 0.0 No
Cannon Street North of Taft Avenue 70.0 70.0 0.0 No
Cannon Street North of Santiago Canyon Road 74.3 74.3 0.0 No
Cannon Street South of Santia o Canyon Road 63.1 63.1 OA No
Orange Park Boulevard South of Santiago Canyon Road 62.1 62.2 0.1 No
Newport Boulevard South of Santiago Canyon Road 63.0 63.1 0.1 No
Cha man Avenue West of Cannon Street 71.7 71 J 0.0 No
Chapman Avenue East of Cannon Street 72.1 72.1 0.0 No
Chapman Avenue East of Orange Park Boulevard 68.9 68.9 OA No
Cha man Avenue East of New ort Boulevard 71.4 71.4 0.0 No
Jamboree Road South of Santiago Canyon Road 63.3 63.3 0.0 No
Jamboree Road South of Chapman Avenue 66.3 66.4 0.1 No
� Distance to nearest residential or school use shown in Appendix L,Noise Impac[Analysis Table N,does not take into account existing noise barriers.
RW=Noise contour is located within ri ht-of-wa of roadwa .
Source: Appenctix L,Noise 7mpact Analysis.
Page 5.12-38 City of Orange-Draft E/R-May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
Potential Operation Stationary Noise Impacts
In order to determine the proposed project stationary noise impacts onto the nearby residences, the
average noise level impacts were analyzed using the SoundPlan model, and the maximum noise level
impacts were calculated using a soft site drop-off rate of 7.5 dB per doubling of distance. The SoundPlan
model was utilized for the average noise level analysis, because it is capable of analyzing the noise level
at a receiver from multiple sources averaged over a day. The maximum noise levels created by each
noise source were analyzed separately using a soft site drop-off rate of 7.5 dB per doubling of distance,
since each of the analyzed noise sources would create maximum noise levels only a few times while that
activity was occurring, and that it would last approximately a second each occurrence, which makes it
highly unlikely that multiple noise sources would simultaneously create maximum noise levels.
The proposed project would have potential stationary noise impacts from Planning Area A where possible
nature trails may be located. Planning Area B would have potential stationary noise impacts from possible
community facilities, sports activity fields, parks, pools, trails, internal roadways, and proposed parking
areas may be located. Planning Areas C and D would have potential stationary noise impacts from on-site
private roads and trails.
On-Site Trails
Trails are proposed to run along the southern edge of Planning Area A, along the dividing line between
Planning Areas C and D, and adjacent to Santiago Canyon Road for the length of the project site. In order
to determine the noise created from nature trails a reference noise measurement was taken approximately
10 feet from the nature trail at Laguna Coast Wilderness Park on May 31, 2009. The reference noise
measurement recorded noise levels of 45.0 dBA Leq and 683 dBA Lmax. Each proposed trail was
modeled in the SoundPlan model as a line source calibrated to 45.0 dBA Leq at 10 feet.
Planninq Area 8 Noise Sources
Because the final site design of Planning Area B has not yet been determined, noise measurements were
taken of potential activities that may occur at the open space areas. Table 5.12-20, Planning Area B
Potential Noise Sources provides a summary of potential noise sources that may occur at the open space
area of Planning Area B and for comparison purposes all noise measurements were calculated at 100 feet
based on an attenuation rate of 7.5 dB per doubling of distance, which is based on a point source drop off
rate provided in the TeNS.
In order to present a warst-case for stationary noise impacts, Planning Area B has been analyzed as an
area source covering all of Planning Area B, except where the proposed recreation building is most likely
to be placed and a noise source level of 54.7 dBA Leq at 100 feet, which is based on the highest potential
noise use identified in Table 5.12-20, Planning Area B Potential Noise Source, simultaneously occurring
on this entire area. The outdoor recreational activities hours of operation as provided in PDF NOI-2
would be limited to between 7 a.m. and 10 p.m.
City of Orange-Draft E/R—May 2013 Page 5.12-39
Rio Santiago Project SCH No. 2009051072
5.12 Noise
Table 5.12-20: Planning Area B Potential Noise Sources
Measurement Noise Levels(dBA)�
Distance Calculated Ley at
Noise Source (feet) Measured Le Lmi� Lmax 100 feet2
Soccer field and basketball
courts3 50 62.2 47.1 87.8 54.7
Baseball field4 50 57.8 49.4 67.6 50.3
Skate parks 50 571 48.9 72.7 49.6
Poolb 15 66.1 60.5 773 45.5
� The duration of each noise measurement was based on Caltrans Technicat Noise Supplement Chapter 3.3.2, which states"A measurement may be
terminated when the range of fluctuation in displayed Leq is less than 0.5 dBA."
z Calculated based on a drop off rate for soft sites of 7.5 dB per doubling of distance.
3 Noise measurement taken at Lakeside Middle School in Irvine from 11:04 a.m.to 11:24 a.m.on February 23,2008.
4 Noise measurement taken at Santa Clarita Park from 4:55 p.m.to 5:10 p.m.on May 5,2011.
5 Noise measurement taken at Harvard Park Skate Park in Irvine from 1:52 p.m.to 2:03 p.m.on July 1,2009.
6 Noise measurement taken at Laguna Beach High School Pool from 2:27 p.m.to 2:37 p.m.on July 29,2009.
Source: Appendix L,Noise Impact Analysis.
On-site Roads
The project's major internal roads have been analyzed with the stationary noise sources in the SoundPlan
model because these roads are located on private property, which do not allow them to be exempt from
local noise regulations as are public roads. The average daily traffic volumes were obtain�;d from the
Traffic Impact Analysis and were based on the daily trip generation rates for Planning Areas B, C and D.
Project Driveway #1, which provides access to Planning Area B is anticipated to have 2,129 vehicles per
day. Project Driveway#2, which provides access to Planning Areas C and D is anticipated to have 2,128
vehicles per day. Planning Area C loop Road is anticipated to have 884 vehicles per day. Planning Area D
loop road is anticipated to have 1,244 vehicles per day.. These traffic volumes are the same for the
existing, year 2017 and year 2030 with project traffic scenarios. Both roadways were analyzed based on a
speed of 25 miles per hour and the local vehicle mix provided in Technical Appendix L, Noise Impact
Analysis, Table L The other internal roads have not been modeled because they are anticipated to have
low traffic volumes at low speeds and are not anticipated to make quantifiable contributions to the noise
environment.
On-site Walls and Buildinqs
The proposed walls, as shown above in Figure 3-17, Wall and Fence Plan and detailed in PDF NOI-1,
have also been incorporated into the SoundPlan model. Each wall was modeled as 6 feet high with no
reflection of sound, which typically only occurs with quantifiable levels on higher walls. F3ecause the
exact location and size of the buildings have not yet been determined, the buildings have be��n modeled
based on the minimum setbacks from East Santiago Canyon Road. The recreational building f�r Planning
Area B has been modeled as 38 feet high. For Planning Area C the age-qualified independent living
building has been modeled as 3 stories and 42 feet high, the age-qualified assisted living building has
been modeled as 2 stories and 32 feet high, and the age-qualified villas have been modeled as 2 stories
and 32 feet high. For Planning Area D the single-family homes have been modeled as 2 stories and 32
feet high.
Page 5.12-40 City of Orange-Draft Eld�—May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
Project lmpacts
The City's Municipal Code has established performance standards to control stationary source/non-
transportation related noise impacts. A stationary noise impact would be considered significant if the
noise level exceeds 55 dBA Leq and 70 dBA Lmax during the daytime and 50 dBA Leq and 65 dBA
Lmax for the nighttime for exterior areas of the nearby residential uses.
Averaqe Noise Level(Le Im acts
The worst-case stationary only average noise levels created by the proposed project was calculated for the
facades of the nearby existing homes and school. The results are summarized in Table 5.12-21,
Stationary Only Average Noise Levels at Nearby Sensitive Receptors. This table shows that for the most
noise intensive use allowed for Planning Area B, the stationary noise levels at the nearby sensitive
receptors would be below the City's 55 dBA Leq daytime and 50 dBA Leq nighttime exterior stationary
noise standards. Therefore, a less than significant stationary average noise impact would occur from the
on-going operations of the proposed project at the nearby sensitive receptors.
Table 5.12-21: Stationary Only Average Noise Levels at Nearby Sensitive Receptors
Receiver' Descri tion dBA Le Da dBA Le Ni ht
1 Residential to the northwest 47.2 24.0
2 Residential to the northwest 51.5 27.9
3 Residential to the northwest 52.9 29.5
4 Residential to the north 47.2 2g•2
5 Residential to the north 41.4 26.9
6 Residential to the north 41.6 30.6
7 Residential to the north 32.1 27.2
8 Residential to the east 28.8 23.3
9 Residential to the east 36.2 313
10 Residential to the east 36•8 32•2
ll School to the southeast 29.1 25.8
12 Residential to the south 37.4 27.9
13 Residential to the south 453 31.2
14 Residential to the southwest 44.4 24.2
15 Residential to the southwest 39.7 18.9
City Standards 55 50
� Receiver locations shown in Figure 5.12-4,Existing Noise Contour Map.
Source: Appendix L,Noise Impact Analysis.
Maximum Noise Level(Lmax) Impacts
A Maximum noise level consists of the highest instantaneous noise level during a specified time period.
Maximum noise levels from the proposed project would typically occur from slamming of vehicle doors
or from whistles during sporting events. The maximum noise levels typically would last around a second
and only occur only a few times a day. Therefore, it is very unlikely to have maximum noise levels from
multiple sources occurring simultaneously. Because of this, the maximum noise level from each source
has been analyzed separately through the use of a soft site point source drop-off rate of 7.5 dB per
City of Orange-Draft E/R—May 2013 Page 5.12-41
Rio Santiago Project SCH No. 2009051072
5.12 Noise
doubling of distance. Each source was analyzed as a point source, because the Lmax would occur from
one action such as the slamming of a door. The propagation of each point source was analyzed based on
a "soft-site" drop off rate of 7.5 dB per doubling of distance. A summary of the maximurr► noise level
impacts are shown in Table 5.12-22, Stationary Only Mc�imum Noise Levels at Near,by Sensitive
Receptors.
Table 5.12-22, Stationary Only Maximum Noise Levels at Nearby Sensitive Receptors, shows that the
project anticipated soccer field and basketball courts would provide the highest maximum n��ise level of
68.0 dBA Lmax, which is within the City's daytime (7 a.m. to 10 p.m.) maximum stationary noise
standard of 70 dBA Lmax. Because any soccer field or basketball court would be res�ricted from
operating between (10 p.m. and 7 a.m.) per PDF NOI-2, a nighttime maximum noise impac;t would not
occur. The only noise source that is allowed to occur during the nighttime hours is the nature trail. The
anticipated maximum noise level of 41.3 dB Lmax from the nature trail is within the City's nighttime (10
p.m. to 7 a.m.) maximum stationary noise standard of 65 dBA Lmax. Therefore, a less than significant
stationary maximum noise impact would occur from the ongoing operations of the proposed project at the
nearby sensitive receptors.
Table 5.12-22: Stationary Only Maximum Noise Levels at Nearby Sensitive Receptors
Reference Noise Measurement Nearest Sensitive Rece tor
Receptor to Source Noise Level Receptor to Source Noise Level
Stationa Noise Source Distance(feet) (dB Lmax) Distance(feet) (dB Lmax)�
Nature Trail 10 68.3 120 41.3
Soccer field and basketball
courtsZ 50 87.8 310 68.0
Baseball field3 50 67.6 310 47.8
Skate park4 50 72.7 310 52.9
Pools 15 77.3 310 44.4
Soccer field and basketball
courts� 10 68.3 120 41.3
� Noise levels based on a 7.5 dB per doubling of distance drop-off rate.
Source: Appendix L,Noise Impact Analysis.
Potential Operational Stationary and Transportation Noise Off-site Impacts
Because the sensitive receptors located near the project site may be impacted by both on-site stationary
noise and off-site traffic noise from the proposed project, the potential noise impacts from th� combined
project-related stationary and transportation noise sources have been analyzed. In order to determine the
combined stationary and transportation noise impacts created by the proposed project, the SoundPlan
Model modeling software was utilized. In order to determine the proposed project combined stationary
and transportation impacts onto the nearby residences, the existing and year 2030 cond�tions were
assessed. These scenarios were analyzed because the existing scenario has the greatest percentage
increase of the project traffic to existing traffic and the year 2030 has the highest traffic volumes. Please
refer to Technical Appendix L,Noise Impact Analysis for further details.
Page 5.12-42 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
Project Impacts
In order for combined stationary and transportation-related noise impacts created by the proposed
project's operations to be considered significant, the proposed project would need to increase the noise
levels on a residential or school land use above 65 dBA CNEL where the without project noise level is
below 65 dBA CNEL, or by (1) 5 dBA CNEL where the without project noise level is less than 65 dBA
CNEL, or (2) 3 dBA CNEL, where the without project noise level is greater than 65 dBA CNEL. A
significant impact would also occur if the proposed project provides any increase to a residential or school
use which already exceeds 75 dBA CNEL.
The combined stationary and transportation noise levels created by the existing, existing with project,
year 2030 baseline, and year 2030 with project scenarios were calculated for the facades of the same
nearby existing sensitive receptors that were analyzed. The Existing No Project scenario is based on the
conditions at the time of the NOP, which includes noise from the backfilling activities and material
recycling operations. The Year 2030 No Project scenario is based on only material recycling operations
occurring on-site,which are the conditions prior to the start of the backfilling activities on the project site.
The results are summarized below in Table 5.12-23, Stationary and Transportation Noise Impacts at
Nearby Sensitive Receptors, and noise contour maps are provided in Figure 5.12-5, Existing With Project
Noise Contour Map (dBA CNEL) for the existing with project conditions, Figure 5.12-6, Year 2030
Baseline Noise Contour Map (dBA CNEL) far the year 2030 baseline condition, and Figure 5.12-7, Year
2030 With Project Noise Contour Map (dBA CNEL) for the year 2030 with project condition.
Table 5.12-23 Stationary and Transportation Noise Impacts at Nearby Sensitive Receptors
Existin (dBA CNEL) Year 2030(dBA CNEL)
Receiver� No Pro'ect With Pro'ect Increase No Pro�ect With Pro'ect Increase
1 68.4 68.6 0.2 70.9 70.9 0.0
2 60.0 60.8 0.8 623 623 0.0
3 58.2 59.1 0.9 61.5 61.2 -0.3
4 54.8 55.4 0.6 58.5 57.6 -0.9
5 55.2 54.6 -0.6 57.2 55.4 -1.8
6 57.0 53.9 -3.1 58.6 55.2 -3.4
7 54.7 52.4 -2.3 55.0 53.5 -1.5
8 53.1 523 -0.8 48.9 48.8 -0.1
9 55.6 52.7 -2.9 53.6 53.0 -0.6
10 57.6 56.4 -1.2 59.2 58.6 -0.6
11 66.5 66.8 0.3 70.2 70Z 0.0
12 63.8 64.2 0.4 66.5 66.6 0.1
13 65.1 65.6 0.5 68.0 68.6 0.6
14 66.1 66.7 0.6 69.3 69.5 0.2
15 65.7 66.2 0.5 68.4 68.6 0.2
� Receiver locations shown in Figures 5.12-5,5.12-6,5.12-7
z Noise level includes a 4.77 dBA penalty to account for the noise sensitive evening hours and a 10 dBA penalty to account for the noise sensitive nighttime
hours.
Source: Appendix L,Noise Impact Analysis.
City of Orange-Draft EIR-May 2013 Page 5.12-43
Rio Santiago Project SCH No. 2009051072
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5.12 Noise
Table 5.12-23, Stationary and Transportation Noise Impacts at Nearby Sensitive Receptors above shows
that the proposed projects combined transportation and stationary noise impacts would range between-3.4
and 0.9 dBA CNEL at the nearby sensitive receptors. The noise decreases that would occur at some
receptors is from a combination of the removal of the material recycling operations on-site and from the
sound attenuation that the proposed structures would provide from East Santiago Canyon Road. A 0.9
dBA noise increase would be below the 5 dBA increase threshold for receptors below 65 dBA CNEL and
below the 3 dBA increase threshold for receptors that exceed 65 dBA CNEL. In this scenario, no
additional receptors would exceed the City's residential or school noise standard of 65 dBA CNEL when
compared to the baseline conditions. In addition, no receiver would exceed the 75 dBA CNEL maximum
noise exposure level. Therefore, a less than significant combined stationary and transportation noise
impact would occur at the nearby sensitive receptors.
Potential Operation On-Site Noise Impact
The proposed residential and recreational uses may be exposed to noise levels in excess of City standards.
According to the City's General Plan, noise levels at new residential uses shall be limited to 65 dBA
CNEL for exterior living areas and 45 dBA CNEL for interior living areas. In addition, noise levels at
playgrounds and neighborhood parks shall be limited to 70 dBA CNEL. In order to determine the noise
exposure levels that would impact the proposed residential and park uses, the year 2030 with project
combined transportation and stationary scenario was utilized for calculating the exterior and interior noise
impacts to the proposed residential uses. For calculating the recreational related noise levels at Planning
Area B, the analyzed noise predicted to be created by these recreational, was turned off. The SoundPlan
model was run twice based on the parameters above in order to calculate the on-site residential and on-
site park noise impacts. The results from these two scenarios are shown below.
Proiect Impacts
The on-site noise levels created by the year 2030 with project roadway traffic scenario and stationary only
noise scenario were calculated at the exteriar of the proposed residential structures. The results are
summarized below in Table 5.12-24, On-Site Residential Noise Impacts.
Table 5.12-24, On-Site Residential Noise Impacts shows that the exterior ground level noise levels would
range from 58.2 to 61.2 dBA CNEL. The calculated exterior noise levels are within the City's 65 dBA
CNEL residential exterior noise standard. Therefore, with incorporation of the proposed sound walls in
PDF NOI-1, a less than significant exterior noise impact would occur at the proposed residential uses.
Table 5.12-24, On-site Residential Noise Impacts also shows that the exterior noise levels at all floors
would range from 58.2 to 73.2 dBA CNEL. The calculations show that both "windows open" and
"windows closed" conditions would result in interior noise levels that would exceed the 45 dBA CNEL
residential interior noise standard. Therefore,the proposed project would have a significant interior noise
impact for the proposed residential units.
City of Orange-Draft EIR—May 2013 Page 5.12-47
Rio Santiago Project SCH No. 2009051072
5.12 Noise
Table 5.12-24: On-Site Residential Noise Impacts
Exterior Noise Interior Noise Levels(dBA CNEL) t
Level at Fa�ade Required Interior Noise
Receiver Floar (dBA CNEL) Windows Open Windows Closed Reduction
1 603 45.3 403 15.3
On 1
2 71.5 56.5 51.5 26�.5
On 2 1 59.8 44.8 39.8 14.8
2 72.7 57.7 52.7 2i'.7
1 61.2 46.2 41.2 16.2
On 3
2 73.2 58.2 53.2 2E.2
1 58.2 43.2 38.2 13.2
On 4
2 61.2 46.2 41.2 16.2
1 60.7 45.7 40.7 15.7
On 5 2 62.5 47.5 42.5 17.5
3 66.0 51.0 46.0 21.0
2 A minimum 15 dBA noise reduction is assumed with windows open condition from Table N-5 of the General Plan.
3 A minimum 20 dBA noise reduction is assumed with a windows closed condition from Table N-5 of the General Plan.
Through application of design features such as use of windows and doors with higher Sound
Transmission Class (STC) ratings, use of materials in exterior walls with higher STC �atings, and
placement of exterior vents away from noise sources, an exterior to interior noise reduction of 28.2 dBA
is possible, which is the maximum attenuation required as shown in Table 5.12.24, On-Site Residential �
Noise Impacts for Receiver On 3. However, because the architectural plans have not yet been prepared, it
is not currently possible to develop detailed mitigation measures that would reduce the interior noise level
to less than 45 dBA CNEL. Therefore, the following impact would have the potential to occur and
mitigation is proposed:
Impact NOI-1: The proposed project would have the potential to create an impact to interior
noise.
MM NOI-1: Upon completion of the architectural plans, a detailed acoustical study shall be
prepared by a qualified noise analyst that analyzes the interior noise levels of the
proposed residential units and provides design features to reduce the interior
noise levels to within the 45 dBA CNEL standard.
Through application of Mitigation Measure NOI-1, Impact NOI-1 related to the interior noise levels
would be reduced to a less than significant level.
On-Site Recreation Noise Impacts
The on-site noise level at Planning Area B has been analyzed in order to determine if the noise levels
would exceed the City's 70 dBA CNEL noise standard far playgrounds and neighborhood parks.
Page 5.12-48 City of Orange-Draft EIR-May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
The SoundPlan Model was utilized to calculate the noise impacts to Planning Area B. The SoundPlan
Model analyzed the noise level created by the year 2030 with project roadway traffic scenario and
stationary only noise scenario, with the noise sources for Planning Area B removed. Receivers were
placed at the rear of each side of the proposed recreational building near Santiago Canyon Road and at the
nearest point to Cannon Street. The SoundPlan Model found that the noise levels at potential areas for
outdoor activities would range from 61.5 to 66.1 dBA CNEL. The calculated park area noise levels are
within the City's 70 dBA CNEL park noise standard. Therefore, a less than significant exterior noise
impact would occur at the proposed recreational uses.
Level of Significance
The proposed project would have a less than significant impact with the inclusion of Mitigation Measure
NOI-1, in exposure of persons to or generation of noise levels in excess of standards established in the
local general plan or noise ordinance, or applicable standards of other agencies.
Groundborne Vibration
Threshold NOI-B Would the proposed project result exposure of persons to or generation of
excessive groundborne vibration or groundborne noise levels?
[CEQA Noise Threshold 12(b))
Construction-Related Vibration
Construction activities can produce vibration that may be felt by adjacent uses. The primary sources of
vibration during construction would be during grading activities. The grading equipment information is
provided in Appendix L, Noise Impact Analysis. The closest vibration sensitive land uses are the nearby
single-family homes, with the nearest residential structures located approximately 50 east feet from the
proposed area to be graded. It is anticipated that the vibration levels caused by a vibratory roller
operating on the edge of the area to be graded during construction of the proposed project at the nearest
structure will be around 0.098 inches per second peak particle velocity (PPV) would be readily
perceptible for a person sitting or lying down and may create groundborne noise such as the rattling of
loose windows or dishes. However, the vibration impacts would only occur when heavy construction
equipment is operating in the immediate vicinity of a sensitive receptor, which would only occur
intermittently for a limited duration. In addition, this vibration level is below the 0.25 inches per second
PPV threshold discussed under Significance Thresholds in 5.12.4. Therefore,the short-term construction-
related vibration from the proposed project would result in a less than significant short-term vibration
impact.
Operational-Related Vibration Impacts
The proposed project would result in the construction and operation o£ public natural open space area on
approximately 50 acres; private recreation areas on approximately 10 acres with an 81,000 square foot
recreation center and outdoor recreational uses; an age-qualified residential area on 16 acres with no more
than 45 detached homes, 160 attached homes, and 60 units of assisted living; and a single-family
residential area on approximately 34 acres with up to 130 single-family homes.
City of Orange-Draft E/R—May 2013 Page 5.12-49
Rio Santiago Project SCH No. 2009051072
5.12 Noise
Residential units are proposed to be located as near as 50 feet from the edge of Santiago Canyon Road.
According to Table 5.12-1, Vibration Source Levels for Construction Equipment above, a truck typically
produces a vibration level of 0.076 inch per second PPV at 25 feet from a roadway. Based on the typical
propagation of vibration described above in Section 5.12.2 regarding groundbourne vibration, this would
result in worst-case vibration level of 0.035 inch per second PPV at the nearest proposed residential unit
to East Santiago Canyon Road. A vibration level of 0.035 inch per second PPV would be slightly above
the level of perception for a person sitting or lying down and may create groundborne noise such as the
rattling of loose windows or dishes, if East Santiago Canyon Road is not properly maintained in the
future. This vibration level is below the 0.04 inch per second PPV threshold discussed above in Section
5.12.4, Significance Thresholds. Therefore, a less than significant vibration impact is anticipated from
the on-going operations of the proposed project.
Level of Significance
The proposed project would have a less than significant impact related to ground borne vibration.
Permanent Increase in Ambient Noise Levels
Threshold NOI-C Would the proposed project result in a substantial permanent increase in ambient
noise levels in the proposed project vicinity above levels existing without the
proposed project?
[CEQA Noise Threshold 12(c)]
Potential Off-Site Road Noise Impacts
In order for off-site roadway noise impacts created by the proposed project's operations to be considered
significant, the proposed project would need to increase the noise levels on a residential or school land
use above 65 dBA CNEL where the without project noise level is below 65 dBA CNEL, or by (1) 5 dBA
CNEL where the without project noise level is less than 65 dBA CNEL, ar (2) 3 dBA CNE�. where the
without project noise level is greater than 65 dBA CNEL. A significant impact would also occur if the
proposed project provides any increase to a residential or school use which already exceeds 75 dBA
CNEL. The proposed project's on-site and off-site noise impacts have been analyzed for the existing,
year 2017, and 2030 conditions which are discussed below.
Existing Conditions
The analysis in Threshold NOI-A (above) found that for the existing conditions, noise level contributions
from the proposed project to the study area roadways would range from 0.0 to 0.7 dBA CNEL, which is
below the 5 dBA increase threshold for roadways below 65 dBA CNEL and below the 3 dBA increase
threshold for roadways that exceed 65 dBA CNEL. In this scenario, no additional roadway segments
would exceed the City's residential or school noise standard of 65 dBA CNEL when compare�to existing
without project conditions. In addition, no roadways would exceed the 75 dBA CNEL maximum noise
exposure level. Therefore for the existing conditions, no significant long-term off-site noise impacts from
project-related vehicle noise would occur along the study area roadways segments.
Page 5.12-50 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
Year 2017 Conditions
The analysis in Threshold NOI-A (above) found that for the year 2017 conditions, noise level
contributions from the proposed project to the study area roadways would range from 0.1 to 0.6 dBA
CNEL, which is below the 5 dBA increase threshold for roadways below 65 dBA CNEL and below the 3
dBA increase threshold for roadways that exceed 65 dBA CNEL. In this scenario, no additional roadway
segments would exceed the City's residential or school noise standard of 65 dBA CNEL when compared
to year 2017 baseline conditions. In addition, no roadways would exceed the 75 dBA CNEL maximum
noise exposure level. Therefore for the year 2017 conditions, no significant long-term off-site noise
impacts from project-related vehicle noise would occur along the study area roadways segments.
Year 2030 Conditions
The analysis in Threshold NOI-A (above) found that for the year 2030 conditions, noise level
contributions from the proposed project to the study area roadways would range from 0.0 to 0.1 dBA
CNEL, which is below the 5 dBA increase threshold for roadways below 65 dBA CNEL and below the 3
dBA increase threshold for roadways that exceed 65 dBA CNEL. In this scenario, no additional roadway
segments would exceed the City's residential or school noise standard of 65 dBA CNEL when compared
to year 2030 baseline conditions. In addition, no roadways would exceed the 75 dBA CNEL maximum
noise exposure leveL Therefore far the year 2030 conditions, no significant long-term off-site noise
impacts from project-related vehicle noise would occur along the study area roadways segments.
Potential Stationary Noise Impacts
In order for operational stationary noise impacts created by the proposed project to be considered
significant, the noise level would have to exceed 55 dBA Leq and 70 dBA Lmax between 7:00 a.m. and
10:00 p.m. or 50 dBA Leq, and 65 dBA Lmax between 10:00 p.m. and 7:00 p.m. at the exterior of the
nearby sensitive receptors. The average noise level impacts and maximum noise level impacts have been
analyzed separately below.
Average Noise Level(Le�Impacts
The analysis in Threshold NOI-A (above) found that for the most noise intensive use allowed for
Planning Area B, the stationary noise levels at the nearby sensitive receptors would be below the City's
55 dBA Leq da}rtime and 50 dBA Leq nighttime exterior stationary noise standards. Therefore, a less
than significant stationary average noise impact would occur from the ongoing operations of the proposed
project at the nearby sensitive receptors.
Maximum Noise Level(Lmax)Impacts
The analysis in Threshold NOI-A (above) found that the soccer field and basketball courts would provide
the highest maximum noise level of 68.0 dBA Lmax, which is within the City's daytime (7 a.m. to 10
p.m.) maximum stationary noise standard of 70 dBA Lmax. Because any soccer field or basketball court
would be restricted from operating between (10 p.m. and 7 a.m.) per PDF NOI-2, a nighttime maximum
noise impact would not occur. The only noise source that is allowed to occur during the nighttime hours
is the nature trail. The anticipated maximum noise level of 41.3 dB Lmax from the nature trail is within
the City's nighttime (10 p.m. to 7 a.m.) maximum stationary noise standard of 65 dBA Lmax. Therefore,
City of Orange-Draft EIR—May 2013 Page 5.12-51
Rio Santiago Project SCH No. 2009051072
5.12 Noise
a less than significant stationary maximum noise impact would occur from the ongoing operaxions of the
proposed project at the nearby sensitive receptars.
Potential Operational Stationary and Transportation Noise Impacts
In order for combined stationary and transportation-related noise impacts created by th�� proposed
project's operations to be considered significant, the proposed project would need to increase the noise
levels on a nearby residential or school land use above 65 dBA CNEL where the without project noise
level is below 65 dBA CNEL or by (1) 5 dBA CNEL, where the without project noise level is less than
65 dBA CNEL or(2) 3 dBA CNEL, where the without project noise level is greater than 65 dBA CNEL.
A significant impact would also occur if the proposed project provides any increase to a residential or
school use which already exceeds 75 dBA CNEL.
The analysis in Threshold NOI-A (above) found that the proposed project's combined transportation and
stationary noise impacts would range between -3.4 and 0.9 dBA CNEL at the nearby sensitive receptors.
The noise decreases that would occur at some receptors is from a combination of the removal of the
material recycling activities on-site and from the sound attenuation that the proposed structures would
provide from East Santiago Canyon Road. A 0.9 dBA noise increase would be below the 5 dBA increase
threshold for receptors below 65 dBA CNEL and below the 3 dBA increase threshold for receptors that
exceed 65 dBA CNEL. In this scenario, no additional receptors would exceed the City's re;sidential or
school noise standard of 65 dBA CNEL when compared to the baseline conditions. In a�ddition, no
receiver would exceed the 75 dBA CNEL maximum noise exposure level. Therefore, a less than
significant combined stationary and transportation noise impact would occur at the nearby sensitive
receptors.
Level of Significance
The proposed project would have a less than significant impact related to permanent increase in ambient
noise levels in the project vicinity.
Temporary or Periodic Increase in Ambient Noise
Threshold NOI-D Would the proposed project result in a substantial temporary or periodic increase in
ambient noise levels in the proposed project vicinity above levels existing without
the proposed project?
[CEQA Noise Threshold 12(d)]
The proposed project would not create a substantial temporary or periodic increase in ambient noise
levels in the proposed project vicinity above noise levels existing without the proposed project. In order
for construction-related noise to be considered significant, construction activities would have to occur
between 8 p.m. and 7 a.m. or at any time on Sundays and holidays or construction noise would have to
exceed 90 dB at the nearest sensitive receptors.
The analysis in Threshold NOI-A (above) found that the on-going backfilling and subsequent (project
related) grading activities would be the phase of construction with the most on-site construction
equipment, which results in the highest noise impacts. The noise levels during the project grading
Page 5.12-52 City of Orange-Draft E/R—May 2013
SCH No. 2009051072 Rio Santiago Project
5.12 Noise
operations may be as high as 65.8 dBA Leq and increase by as much as 11.9 dBA over the existing noise
levels at the exterior areas of the nearby sensitive receptors. The construction-related noise levels at the
nearby residential and school uses would be below 90 dBA, which is the threshold of significance
discussed above under significance thresholds. Therefore, through compliance with Section 8.24.070 of
the City's Municipal Code, which places restrictions on when construction activities may occur, the
construction-related noise impacts would be less than significant.
Level of Significance
The proposed project would have a less than significant impact to substantial temporary or periodic
increase in ambient noise levels in the project vicinity above levels existing.
Public Airports
Threshold NOI-E For proposed projects located within an airport land use plan or,where such a plan
has not been adopted, within two miles of a public airport or public use airport,
would the proposed project expose people residing or working in the project area
to excessive noise levels?
[CEQA Noise Threshold 12(e)]
The proposed project would not expose people residing or working in the proposed project area to
excessive noise levels from aircraft. The nearest airport is John Wayne Airport, located approximately 10
miles south of the project site and the typical landing pattern is directly over the proposed project vicinity.
In order to determine aircraft noise impacts to the project site, a noise measurement was taken of a
commercial aircraft over flight on the project site at 8:46 a.m. on Sunday, January 15, 2012. The noise
measurement recorded noise levels of 55.3 dBA Leq and 61.1 dBA Lmax and the aircraft fly by lasted
approximately one minute. According to the County of Orange General Plan Noise Element, there are 73
commercial jet landings per day that occur between 7 a.m. and 10 p.m.. This results in aircraft operating
over the site 8 percent of the time between 7 a.m. and 10 p.m.. The noise at the project site from an
aircraft flyover is less than the City's transportation-related residential exterior noise threshold of 65 dBA
CNEL. Therefore, the proposed project would create a less than significant exposure of persons to
aircraft noise.
Level of Significance
The proposed project would have a less than significant impact related to noise from public airports.
Private Airports
Threshold NOI-F For proposed projects located within the vicinity of a private airstrip, would the
project proposed expose people residing or working in the project area to
excessive noise levels?
[CEQA Noise Threshold 12(F)]
The proposed project would not expose people residing or working in the proposed project area to
excessive noise levels from aircraft. The nearest airport is John Wayne Airport, located approximately 10
miles south of the project site and the typical landing pattern is directly over the project vicinity. In order
City of Orange-Draft EIR—May 2013 Page 5.12-53
Rio Santiago Project SCH No. 2009051072
5.12 Noise
to determine aircraft noise impacts to the project site, a noise measurement was taken of a commercial
aircraft over flight on the project site at 8:46 a.m. on Sunday, January 15, 2012. The noise measurement
recorded noise levels of 55.3 dBA Leq and 61.1 dBA Lmax and the aircraft fly by lasted approximately
one minute. According to the County of Orange General Plan Noise Element,there are 73 commercial jet
landings per day that occur between 7 a.m. and 10 p.m.. This results in aircraft operating over the site 8
percent of the time between 7 a.m. and 10 p.m.. The noise at the project site from an aircraft flyover is
less than the City's transportation-related residential exterior noise threshold of 65 dBA CNEL.
Therefore,the proposed project would create a less than significant exposure of persons to aircraft noise.
Level of Significance
The proposed project would have a less than significant impact related to noise from private airports.
5.12.6 Evaluation Summary
Table 5.12-25, Evaluation Summary Table - Noise, summarizes potentially significant project impacts
from this Draft EIR.
Table 5.12-25: Evaluation Summary Table -Noise
Threshold Potential Impact Mitigation Measure Level of Significance
Noise Levels in Excess Impact NOI-1 MM NOI-1 Less than significant with mitigation
of Standards
Groundborne Vibration Less than significant None required Less than significant �
Permanent Increase in Less than significant None required Less than significant
Ambient Noise Levels
Temporary or Periodic Less than significant
Increase in Ambient None required Less than significant
Noise
Public Airports Less than significant None required Less than significant
Private Airports Less than significant None required Less than significant
Page 5.12-54 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.13 Population and Housing
5.13.1 Introduction
Purpose
This section of the Draft EIR addresses the potential impacts to population and housing, which may
result from the construction and operation of the proposed project. This section also identifies
mitigation measures to reduce any potentially significant population and housing impacts and
describes the residual impact, if any, after imposition of the mitigation.
Sources
The following sources were used in consideration and discussion of the potential environmental impacts:
• Conversation with J. Baker, Marking Division, Be.Regents Point of Irvine, 7-28-2011.
• Conversation with Sandy Soski, Marketing Division, Morningside of Fullerton `A Continuing
Life Retirement Community, 7-28-2011.
• Final Initial Study and Mitigated Negative Declaration ENV 1822-09, Ciry of Orange 2006-2014
Housing Element, City of Orange, February 16, 2010.
• Orange County Projections 2006, Center for Demographic Research at California State
University of Fullerton, March 2007.
• Profile of the City of Orange, Southern California Association of Governments, May 201]
(http://www.scag.ca.gov/resources/pdfs/2011 LP/Orange/Orange.pd fl.
• Table 2:E-S City/County Census Population and Housing Counts, 4/1/2010, State of California
Department of Finance.
• 2006—2014 Housing Element, City of Orange, February 2010.
• 2010 California Regional Progress Report, Southern California Association of Governments,
November 2010.
� Comments received during the public review periods and at the scoping meetings. These
comments are contained in Appendix A,Public Participation Process.
5.13.2 Existing Environmental Setting
There are no homes presently on the project site. Although no houses are located on the project site, a
portion of the project site is planned for residential development. A portion of the project site has a
General Plan designation of Low Density Residential (LDR 2 — 6 Dwelling Units/Acre) and is zoned
City of Orange-Draft EIR—May 2013 Page 5.13-1
Rio Santiago P�oject SCH No. 2009051072
5.13 Population and Housing
Single-Family Residential 8,000 square feet (R-1-8). The residential zoning designation is on
approximately 15 acres of the project site to the north of Santiago Creek.
5.13.3 Regulatory Setting
Federal
There are no Federal regulations associated with this issue.
State
State law requires that each city and county adopt a General Plan for future growth. This plan must
include a housing element that identifies housing needs for all economic segments and provides for
housing development to meet that need. The State Housing and Community Development Department
(HCD) estimates the relative share of California's projected population growth that will occur in each
county based on the Department of Finance's (DOF) population projections and histaric growth trends.
Where regional council of governments (COG'S) exist, HCD provides the regional housing need to those
COG's. The COG then assigns a share of the regional housing need to each of the cities and counties
within its region on an eight-year schedule. The shares of regional need are allocated befare the end of
the cycle so that the cities and counties can amend their housing elements by the deadline. The process of
assigning shares provides cities and counties the opportunity to comment on the proposed allocations.
HCD oversees the process to ensure that the COG's distribute its share of the State's projected hosing
needs.
According the Senate Bill 375 each city and county must update its General Plan housing element every
eight years. Each housing element is required to incorporate policies and identify potential sites that will
accommodate a city's share of regional housing need. A city or county must submit a draft of their
housing element to HCD prior to adoption. HCD advises the local jurisdiction as to whether• its housing
element complies with the provisions to California housing element law.
Regional
The Southern California Association of Governments (SCAG) is the regional COG responsible for
allocating the regional hosing need to the City under California housing element law. SCAG adopted a
Regional Housing Needs Assessment (RHNA) in July 12, 2007. The RHNA establishes numerical
housing production goals for each jurisdiction within the region for the period between 2006 to 2014.
The goal for the City is provided in Table 5.13-1,Regional Housing Needs 2006-2014.
City of Orange
Housing Element
The City adopted the 2006—2014 Housing Element in February 2010. The City's 2006—2U14 Housing
Element included the housing needs allocations described in Table 5.13-1,Regional Housing Needs 2006-
2014.
Page 5.13-2 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.13 Population and Housing
Table 5.13-1: RHNA Production Goals by Income Classification
Dwellin Units
Income Category 2006-2014 RHNA Construction Adjusted RHNA
Need Achievements Need
Very Low Income 1,086 0 1,086
Low Income 887 77 810
Moderate Income 1,004 370 634
Above Moderate Income 2,102 667 1,435
Total 5,079 1,114 3,965
Source: City of Orange,2006—2011 Hosing Element, Table 8-1
There is no City requirement to provide age-restricted housing. However, as described in the City's 2006
—2014 Housing Element, elderly persons are a considered part of the special needs population of the City.
Further it states that the City will address the needs of the elderly population through the development of
policies and programs that will address affordability and special design guidelines for the elderly. Policy
Action D.8: Provisions of Senior Housing in the City's 2006 — 2014 Housing Element, states the
following:
The City recognizes the unique needs of its elderly residents. Seniors typically have fixed
incomes and necessitate unique housing needs that are not typically included in market rate
housing. The City shall encourage through incentives (e.g., financial assistance when feasible,
parking reductions, regulatory waivers, etc.),the development of senior housing that offers a wide
range of housing choices from independent living to assisted living with services on-site,
including healthcare, nutrition, transportation and other appropriate services. The City currently
has special incentives for senior housing, as provided in Section 17.15 of the Zoning Code. This
section was recently amended as part of the City's Density Bonus Ordinance update, effective in
February of 2008 (Ordinance No. 2-08). To further encourage the provision of senior housing
opportunities, the City shall review and revise the General Plan and Zoning Code, including the
existing special incentives contained in Section 17.15 of the Zoning Code to further encourage
senior housing opportunities.
Zoning Code
The City Council has adopted a policy (Zoning Code Section 17.14.015) that establishes a target goal of
allocating 20 percent of the annual production of new residential housing as affordable to very low, low,
and moderate-income households. Developers of residential projects with 11 or more dwelling units are
required to participate in discussions with City staff to evaluate the feasibility of providing affordable
units.
The Project Applicant met with the Agency Staff from the City Economic Development Department on
July 14, 2009. At the meeting they discussed the proposed project and the potential to provide affordable
City of Orange-Draft EIR—May 2013 Page 5.13-3
Rio Santiago Project SCH No. 2009051072
5.13 Population and Housing
housing on the project site. The Agency Staff did not provide the applicant with specific conclusions
related to the provision of on-site affordable housing.
Redevelopment Agency
At issuance of NOP, affordable housing was required to be provided by a project in the City, if the project
was located within a redevelopment area boundary or if the project applicant was requesting a density
bonus. Subsequent to the issuance of the NOP, the State adopted the Redevelopment Dissolution Act
(RDA). The RDA dissolved redevelopment agencies statewide and established a new redevelopment
program. On December 29, 2011, the California Supreme Court ruled that RDA constitutionaL This
decision required that all redevelopment agencies, including the City's, cease to exist on February 1,
2012. As provided for under the new law, each city may choose to form a Successor Agency for the
purposes of winding down the affairs of the previous Redevelopment Agency. Additionally, an Oversight
Board, constituted by appointed members, would also be formed to oversee the activities of the newly
created Successor Agency. On January 10, 2012, the City of Orange City Council voted to form a
Successor Agency for the former Orange Redevelopment Agency. All of the assets, properties, contracts,
leases and records of the former Orange Redevelopment Agency have been transferred to the Successor
Agency. The Successor Agency is responsible for overseeing and winding down the remaining legal and
contractual obligations of the agency. The proposed project is not located within a redevelopment area.
The project applicant is not requesting a density bonus. Therefore, no requirement to provide affordable
housing applies to the proposed project. Additionally, at this time nothing precludes the ability for
Planning Areas C & D from having affordable components. City Staff will require a pro-forma or a form
of justification as mutually acceptable between both parties at time of future applications.
5.13.4 Significance Thresholds
The following thresholds of significance have been established for the evaluation of the proposed
project's potential population and housing impacts consistent with Appendix G of the State CEQA
Guidelines:
Threshold PH-A Would the proposed project induce substantial population growth in an area,
either directly (for example, by proposing new homes and businesses) or
indirectly(far example,through extension of roads or other infrastructure)?
Threshold PH-B Would the proposed project displace substantial numbers of existing housing,
necessitating the construction of replacement housing elsewhere?
Threshold PH-C Would the proposed project displace substantial numbers of people, necessitating
the construction of replacement housing elsewhere?
Page 5.13-4 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.13 Population and Housing
5.13.5 Evaluation of Potential Project Impacts
This section will evaluate whether the proposed project would potentially have a substantial adverse
effect on population and housing. This evaluation assumes that the project will be implemented
consistent with the Project Description, including all Project Design Features(PDF's).
Project Design Features
There are no PDF's associated with this environmental issue area.
Population Growth
Threshold PH-A Would the proposed project induce substantial population growth in an area, either
directly (for example, by proposing new homes and businesses) or indirectly (for
example,through extension of roads or other infrastructure)?
[CEQA Population and Housing Threshold 13(a)]
The development of the proposed project would result in the development of 265 age-targeted units and
130 single-family residences. The potential impacts of population growth are discussed below.
Age-Qualified
The City does not provide persons-per-household rates for age-qualified housing in the 2010 Housing
Element. To determine the potential increase in population from the age-qualified units two communities
in the Orange County area, Be.Regents Point in the City of Irvine, and Morningside in the City of
Fullerton were contacted. Table 5.13-2, Examples of Existing Senior Housing, show the units present
person-per-household for these two communities. Be.Regents Point has a person-per-household rate of
1.01. Morningside has a person-per-household rate of 1.23. The average rate of the two communities
was established for analysis of the impacts of the proposed project. Using the person-per-household
average rate of the two below referenced communities of 1.12, the proposed project age-targeted
component would increase the City's population by 297 persons.
Table 5.13-2: Examples of Existing Senior Housing
Units Residents
Be.Regents Point of Irvine
235 Independent Living(villas and apartments) 248 Residents
42 Assisted Living 36 Residents
8 Dementia Units 8 Residents
59 Skilled Nurses Units 57 Residents
Morningside of Fullerton
325 Independent Living(villas and apartments) 400 Residents
Source: Sandy Soski Morningside,J.BakerBe.Regents Point
City of Orange-Draft EIR—May 2013 Page 5.13-5
Rio Santiago Project SCH No. 2009051072
5.13 Population and Housing
To understand the significance of the potential population growth related to the age-targeted residences
population trends in the City were analyzed. The City's population 65 years of age or older has been
increasing from 1990 to present. As indicated in Table 5.13-3, Orange County and City of Orange
Population and Senior Population Projections, the persons 65 and older population share has increase
from 9.86°/o in 2000 (12,293) to a projected 14.6% in 2030 (23,223)within the City. This increase is
similar to that being experienced Statewide. The 2010 California Regional Progress Report and the
Orange County Projections 2006, indicates that 10.7% of the population of California is 65 }�ears of age
ar older. In 2030, the population of 65 years of age and older persons is projected to be 18%. Of these,
almost 5% will be 80 years of age or older. The proposed project would provide housing opportunities to
meet this projected segment of the housing need in the City. The proposed project provides housing for
approximately 297 persons or 1.27% of the projected 2030 City's age yualified residences.
Table 5.13-3: Orange County and City of Orange Population and Senior Population Projections
Po ulation'
Total Senior % % Chan ed
2000
Oran e Coun 2,846,289.00 280,763.00 9.86%
City 128,438.00 12,293.00 9.57%
2010 2000-2010
Oran e County 3,317,721.00 320,510.00 9.66% -0.20%
City 150,314.00 13,069.04 8.69% -0.88%
2020 2010-2020
Orange County 3,534,218.00 433,867.00 12.28% 2.62%
City 157,245.00 17,37331 11.05% 2.36%
2030 2020-2030
Orange County 3,641,856.00 588,779.00 16.17% 3.89%
City 159,606.00 23,223.16 14.55% 3.50%
' Senior population estimates for City based on worst case estimate of 90%of Orange County percentage for
years for 2010,2020,and 2030.
Source:2010 Housing Element and Orange County Projections 2006
Additionally, SCAG's profile of the City, indicated that between 2000 and 2010 the total p�pulation of
the City increased by 7,548 reaching 136,416 in 2010. During this 10 year period, the City's population
growth rate of 5.9 percent was higher than the Orange County rate of 5.8 percent. In 2010 the City's
population was ranked 6th out of the 34 cities in the County of Orange. As shown in Table 5.13-4,
Population by Age, between 2000 and 2015, the age group of 55-64 is projected to experience the most
growth in share increasing from 7.9 to 11.6 percent. The age group expected to experience the greatest
decline, by share, is projected to be age group 21-34, decreasing from 21.1 to 18.5 percent. The
Page 5.13-6 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.13 Population and Housing
population of 65 and older is expected to increase to around 13 percent. The age group of 55 to 64 is
expected to add the most population, with an increase of 6,806 between 2000 and 2015. The 65+ age
group is expected to increase to approximately 18,500. The age-qualified housing element of the
proposed project will serve the increased percentage of senior citizen population.
Table 5.13-4: Population by Age
Population Share by Age: 2000, 2010, 2015
35% ■2000 ■2010 2015
30%
25% ---�--
20% _---_ �--
15°/0
10%
5%
0%
0-4 5-20 21-34 35-54 55-64 65+
Sources: 2000 Census; Nielsen Co., 2010 (2010 estlmate, 2015 projection)
I
Population by Age: 2000, 2010, 2015
■2000 ■2010 2015
45,000
40,000
35,000
30,000
25,000
20,000
15,000
10,000
5,000
0
0-4 5-20 21-34 35-54 55-64 65+
Sources: 2000 Census; Nielsen Co., 2010 (2010 esdmate,2015 projection)
Single-Family Residential
To determine the potential increase in population from the single-family residential component of the
� proposed project, a scenario of 3.11 persons-per-household, based on the date in Table H-11 of the 2010
City of Orange-Draft EIR—May 2013 Page 5.13-7
Rio Santiago Project SCH No. 2009051072
5.13 Population and Housing
Housing Element was utilized. The single-family residential development component of the proposed
project would increase the City's population by 405 persons.
To further understand the significance of the potential population growth related to the proposed project
residential development population overall trends in the City were analyzed. The total proposed project
would increase the City's population by 702 persons (297 age-qualified and 405 single-family). The
increase in population resulting from the proposed project would be less than one-percent (0.0051%) of
the City's population based on an existing population of 136,416 per Table 2:E-S City/County Census
Population and Housing Counts, 4/1/2010 from the California Department of Finance.
The proposed project's less than one-percent growth in population would be within current population
projections far the City based on Figure H-I, City of Orange Population Growth Forecast, 1980-2030 in
the City's 2010 Housing Element. The City's 2010 Housing Element states that according the US Census
and the Department of Finance (DOF), the City experienced an eight percent increase in population
between 2000 - 2007. The Center for Demographic Research at the California State University at
Fullerton forecasts a gradual population growth rate over in the City until 2030 with an estimated
population of 160,000 in 2030. Therefore, the proposed project would have a less that significant impact
on population growth in the City and no mitigation measures would be required.
The proposed project would provide for a concentration of age-qualified residents in this area of the City.
Similar housing opportunities exist within the City and nearby communities. Neither the City's Housing
Element nor Housing Element EIR has identified concentrations of age-qualified residents as to impacts
on population growth in the City. Therefore, the proposed project would have a less than significant
impact on population growth in the City related to concentrations of age-qualified residents and no
mitigation measures would be required.
Level of Significance
The proposed project would have a less than significant impact to population growth. No significant
impacts were identified and no mitigation measures would be required.
Housing Displacement/Replacement Housing
Threshold PH-B Would the proposed project displace substantial numbers of existing housing,
necessitating the construction of replacement housing elsewhere?
[CEQA Population and Housing Threshold 13(b)]
The project site does not contain any existing housing. The proposed project would not displace any
existing housing, necessitating the construction of replacement housing elsewhere. The proposed project
would provide housing for single-family residences and age-targeted residences. Therefore, no impact
would occur and no mitigation measures would be required.
Page 5.13-8 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.13 Population and Housing
Level of Significance
The proposed project would have a less than significant impact to housing displacement and replacement '
housing. No significant impacts were identified and no mitigation measures would be required.
Population Displacement/Replacement Housing
Threshold PH-C Would the proposed project displace substantial numbers of people, necessitating
the construction of replacement housing elsewhere?
[CEQA Population and Housing Threshold 13(c)]
The project site does not contain any existing housing. The proposed would not displace any existing
people living on the project site, necessitating the construction of replacement housing elsewhere.
Therefore, no impact would occur and no mitigation measures would be required.
Level of Significance
The proposed project would have a less than significant impact to population displacement and
replacement housing. No significant impacts were identified and no mitigation measures would be
required.
5.13.6 Evaluation Summary
Table 5.13-5, Evaluation Summary Table —Population and Housing, summarizes potentially significant
project impacts from this Draft EIR.
Table 5.13-5: Evaluation Summary Table—Population and Housing
Threshold Potential Impact Mitigation Measure Level of Significance
Population Growth Less than significant None required Less than significant
Housing Displacement/
Replacement Housing Less than significant None required Less than significant
Population Displacement/ Less than significant None required Less than significant
Replacement Housing
City of Orange-Draft EIR—May 2013 Page 5.13-9
Rio Santiago Project SCH No. 2009051072
5.14 Public Services
5.14.1 Introduction
Purpose
The purpose of this section is to describe the existing fire, emergency medical, police services, schools,
parks, and other public facilities and potential effects from the proposed project implementation on these
services. This section also identifies mitigation measures to reduce any potentially significant impacts
and describes the residual impact, if any, after imposition of the mitigation.
Sources
The following sources were used in consideration and discussion of the potential environmental impacts:
. City of Orange Municipal Code.
. City of Orange Website at www.cityoforange.org/depts/police/default.asp and at
www.cityoforange.org/depts/fire/default.asp.
. Fire and Police Data for GlenView Assisted Living, & Glenbrook Skilled Nursing, City of
Carlsbad, May 2010, as provided in Technical Appendix M, Fire and Police Data, to this Draft
EIR.
. http://www.crimemapping.com/map/calanaheim
. http://mapping.arjis.org/CrimeMAPS/main.aspx
. http://www.sdsherif£net/crimeanalysis.html
. Interviews and electronic correspondence with the City Police Department, Michelle Micallef,
Crime Prevention Specialist, City of Orange.
• Interviews with the City Fire Department Ian MacDonald, Deputy Fire Marshal, City of Orange.
. Interviews with staff of GlenView Assisted Living, & Glenbrook Skilled Nursing, City of
Carlsbad,August 2011.
• Year-2011 Recorded Incidents Memo, Juan Ordaz, Metro Cities Fire Systems Administrator,
January 5, 2012 (http://www.cityoforange.arg/civicax/filebank/blobdload.aspx?B1obID=10879).
• Comments received during the public comment periods and scoping meetings. These comments
are contained in Appendix A,Public Participation Process.
City of Orange-Draft EIR—May 2013 Page 5.14-1
Rio Santiago Project SCH No. 2009051072
5.14 Pubiic Services
5.14.2 Existing Environmental Setting
Fire Protection
The project site is located within the service area of the City of Orange (City) Fire Department. The fire
departments in Orange County, including the City Fire Department, operate on a "boundary drop" basis,
which means that the closest available fire unit responds to a call regardless of the jurisdiction from which
the call originated.
The City Fire Department fire stations nearest to the project site are: Fire Station 7, Fire Station 8, Fire
Station 4 and Fire Station 2. The station number, address, and distance to the project site for City and
County fire stations is provided in Table 5.14-1, City and County Fire Stations. The closest "boundary
drop"fire station is Orange County Fire Authority Station(OCFA)No. 23.
Table 5.14-1: City and County Fire Stations
S#ation`Nurnt�er Address D�stan�c�e to Proj�+�t S�te
Fire Station 7 7401 Fort Road ].6 miles
Fire Station 8 5725 Carver Lane 3.6 miles
Fire Station 4 210 South Es lanade 3.8 miles
Fire Station 2 2900 East Collins Avenue 33 miles
OCFA Station No.23 5020 Santia o Canyon Road 0.5 miles
Source:City of Orange website:www.cityoforange.org/depts/fire/default.asp
The City response time from Fire Station 7 for a fire or emergency at the project site is estimated to be
less than five minutes. The City Fire Department uses a response time standard of less than five minutes
to review the adequacy of the service levels within their jurisdiction. According to Ian MacDonald, City
Deputy Fire Marshall, a first due Engine Company can provide a first response to the project site within
five minutes and a first due Truck or Ladder Company can be at an incident within ten minutes.
Police Services
The project site is located within the service area of the City Police Department. The City Police
Department has a mutual aid agreement with all law enforcement agencies in Orange County in the event
that supplementary assistance is needed.
The City Police Department provides police protection services including routine patrol of the project
vicinity by vehicle and motorcycle; and, responds to calls for service involving criminal complaints,
traffic concerns, general needs for police and emergency service.
Police services are provided to the project site by the Orange Police Station located at 1107 North Batavia
Street, approximately 5.8 miles to the west of the proj ect site. Patrol officers are assigned to designated
patrol areas in the field rather than directly from the station. In the Year 2009, the average emergency
response time was 5.75 minutes City-Wide.
The Police Department does not use a standard officer-to-population, or standard response time objective
ratio, to measure the adequacy of policing levels in the City. Instead, the Police Department analyzes
demographics, service calls,population, crime trends, and other changing factors to determine the level of
Page 5.14-2 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.14 Public Services
police protection services needed and their adequacy. The Federal Bureau of Investigation (FBI)
indicates that 1.3 police officers per 1,000 residents is the average ratio for western region cities with
populations over 100,000. The ratio in the City is presently approximately 1.2; therefore, approximately
17 more officers would be needed to reach the 1.3 average. The Orange County Sheriff's Departments
patrol the unincorporated Orange County islands that are located within and adjacent to the City. (City of
Orange, General Plan Update, Draft EIR page 5.12-1) Some of the unincorporated Orange County
islands are nearby the project site.
City Services
The City Hall complex is located at 300 East Chapman Avenue. Within the City Hall complex are the
departments of the City Attorney, the City Clerk, City Council offices, Community Development,
Finance, Human Resources, and Public Works/Engineering/Water. The Community Services and
Economic Development Departments are located adjacent to the main complex at 230 East Chapman
Avenue. City Hall offices are open from 7:30am to 5:30 pm and closed on select Fridays.
The Orange Public Library and History Center (Main Library) is located at 407 East Chapman Avenue.
The City library system was founded in 1885 and the Main Library has remained in its current location
since being moved there in 1905. The Main library closed in May 2005 for major construction and
expansion, and reopened in April 2007. The Main Library expansion added 28,000 square feet of space
and provides twice as many books as it did prior to expansion, a homework center, Teen Zone, Children's
Library, literacy center, local history room, and includes a Friends' of the Orange Public Library
bookstore, community meeting space, study room space, and 100 public-use computers. Two branch
libraries also serve the project site. The El Modena Branch Library is located at 380 South Hewes Street,
approximately 2.7 miles from the project site; and, the Taft Branch Library is located at 740 East Taft
Avenue, approximately 3.8 miles from the project site. Each branch is operated as a community resource
and gathering place to provide library materials, computer access, meeting room space, and family
programs serving their respective parts of the community.
Schools
The Orange Unified School District (OUSD) provides K through 12 public school services to the project
site as well as portions of the neighboring Cities of Anaheim, Garden Grove, Santa Ana, and Villa Park.
OUSD serves over 31,300 students with: 29 elementary schools; 5 middle schools, 2 of which are charter;
2 high schools; a continuation high school; a K through 8 math and science magnet school; and, 2 special
schools. Four elementary schools have been built or reopened since 1997 and OUSD is actively pursuing
new school sites for the K through 8 levels. In addition to the public schools, there are several private
secular and religious academic schools in the planning area.
The school, location, design capacity, enrollment, and number of portable classrooms for each OUSD
facility providing service to the project site is provided in Table 5.14-2, Orange Un�ed School District
Facilities. The project site would be served for public schools by Chapman Hills Elementary, Santiago
Middle School, and El Modena High School. The design capacity of these schools is shown on Table
City of Orange-Draft EIR—May 2013 Page 5.14-3
Rio Santiago Project SCH No. 2009051072
5.14 Public Services
5.14-2, Orange Unified School District Facilities, based on the City's General Plan Updated Draft EIR,
page 5.12-6.
Table 5.14-2: Orange Unified School District Facilities
Enr�il�ne�ts
Schoc�l 1.ocat�n L�esign pc�rtable
��pac�ty ' � Classrs�oms '
�urrent 2407lt}8 2t111/12
Chapman Hills 170 North Aspen 425 320 349 359 2*
Elementary Street
Santiago Middle School 515 North Rancho 927 1,085 1,073 1,190 7
Santiago Boulevard
EI Modena High School 3920 Spring Street 2,025 2,022 2,353 2,485 22
*Not including childcare
Source:City of Orange General Plan 2010 Program EIR.Page 5.12-6
Parks
Open space and recreational uses in the general vicinity of the project site include: Irvine Regional Park,
that includes the Orange County Zoo, 2.00 miles to the southeast, Peters Canyon Regional Park 3.50
miles to the southeast, El Modena Open Space Preserve 1.00 mile to the southwest; and, Santiago Oaks
Regional Park to the northeast. Other nearby major open space and recreation land uses include: Holy
Sepulcher Cemetery 1.25 miles to the southeast and Santiago Canyon College 1.85 miles to the southeast
of the project site.
There are no neighborhood or community parks in the immediate vicinity of the project site. Directly
across East Santiago Canyon Road, to the south of the project site, is the Mara Bradman Arena used for
equestrian activities. Please refer to Section 5.14, Recreation for additional information related to
existing and planned neighborhood or community parks.
5.14.3 Regulatory Setting
Federal
Education is mostly regulated on the State and Local Levels. However, the Federal government is
involved in providing funding for specialized programs.
There are no Federal regulations to police and fire protection services applicable to the proposed project.
State Requirements
Bui/ding Standards
The California Building Standards Code establishes building requirements for construction and
renovation. The most recent version of the California Building Standards Code was adopted in 2007 by
the California Building Standards Commission and took effect January l, 2008. It is based on the
Page 5.14-4 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.14 Public Services
International Code Council's Building and Fire Codes. Included in the California Building Standards
Code are the Electrical Code, Mechanical Code, Plumbing Code, Energy Code, and Fire Code.
Quimby Act
The State of California Government Code Sections 66477 et seq. (the "Quimby Act"), as amended,
establishes parkland dedication standards of three acres per 1,000 population, unless a local government
has established a higher rate.
Schoo/Faci/ities Financing Act and Education Code
The State of California Government Code Sections 53080, 65995 and 66001, authorizes school districts
to collect fees from new residential and commercial development. These fees are used for capital
acquisition and improvements.
Additionally, California Education Code Section 17620 -17626 states that the governing board of any
school district is authorized to levy a fee, charge, dedication, or other requirement against any
construction within the boundaries of the district, for the purpose of funding the construction or
reconstruction of school facilities, subject to any limitations set forth in Chapter 49 (commencing with
Section 65995)of Division 1 of Title 7 of the Government Code.
Land use approvals cannot be denied based on their impact to school capacity. In other words, once a fee
has been exacted, the impacts of a particular project are considered mitigated by law [Government Code
65996(b)].
Local Requirements
City of Orange Fire Department
The City Fire Department provides fire suppression, fire prevention services, paramedic services,
hazardous materials release stabilization, other emergency response and rescue services, and disaster
planning. The City Fire Department is part of a County-wide/State-wide mutual-aid agreement network.
In the event of a large-scale emergency, additional backup assistance can be provided from throughout
Orange County and the State. In addition, the City has contracts for automatic aid with the cities of
Garden Grove and Santa Ana.
The City Fire Department provides fire stations, equipment, and manpower to different locations in the
City based on the general development of the community. Revenue for fire facilities is collected through
the Fire Protection Facilities Program. The funding for the stations and equipment comes from the Fire
Facility Fees, as required by Chapter 15.38 of the Orange Municipal Code. These fees are based on the
number of residential units (for units up to 1,800 square feet) and square footage for non-residential
occupancies.
The construction of residential development within the City is required to comply with the City Fire Code
(Orange Municipal Code Chapter 1532) and the California Fire Code, 2007 Edition, as published by the
International Fire Code Council as interpreted by the City Fire Department related to fire access; fire flow
requirements; the number,placement, and spacing of hydrants; and, automatic fire extinguishing systems.
City of Orange-Draft EIR—May 2013 Page 5.14-5
Rio Santiago Projecf SCH No. 2009051072
5.14 Public Services
City of O�ange Po/ice Department
The City Police Department provides police protection services including routine patrol of the project
vicinity by vehicle, motorcycle, and bicycle: and, responds to calls for service involving criminal
complaints,traffic concerns, and general needs for police service. In addition,the City Police Department
provides a variety of public services to the community, including: staffing for Neighborhood Watch
programs, Citizen Academy, Kidsprint, You Are Not Alone volunteer program, presentations to
merchants and citizen groups regarding crime prevention topics, residential and commercial security
surveys,bicycle rodeo and presentations at local schools.
The present level of staffing for the City Police Department is 167 sworn police officers and six police
service officers, resulting in approximately one officer for every 844 residents.
The City Police Department currently divides the City into 90 reporting districts for crime and activity
tracking purposes, and organizes the districts into seven patrol areas. The project site and vicinity are
located within reporting District 94.
Parks
Section 16.60 of the City Municipal Code implements the Quimby Act. This section establishes the
procedures for requiring the dedication of land, the payment of fees in-lieu thereof(or a combination of
both) to serve new subdivisions in accordance with the Master Plan for Park Facilities, Recreation and
Community Services.
Orange Unified Schoo/District
The Orange Unified School Districted (OUSD) is subject to the regulations of the California Education
Code and governance of the State Board of Education.
Deve%pment Fees
The City Municipal Code Chapter 3.10, Fees and Charges provide a method for the equitable and
consistent collection of fees for public improvements and facilities needed to serve the City. The City
mitigates impacts created from additional demands by imposing development impact fees to fund public
facilities and services,including police facility development and library facilities fees.
5.14.4 Significance Thresholds
The following thresholds of significance have been established for the evaluation of the proposed
project's potential public services impacts consistent with Appendix G of the State CEQA Guidelines:
Threshold PS-A Would the project result in substantial adverse physical impacts associated with
the provision of new or physically altered governmental facilities, need for new
or physically altered governmental facilities, the construction of which could
cause significant environmental impacts, in order to maintain acceptable service
ratios,response times or other performance objectives far fire protection?
Page 5.14-6 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.14 Public Services
Threshold PS-B Would the project result in substantial adverse physical impacts associated with
the provision of new or physically altered governmental facilities, need for new
or physically altered governmental facilities, the construction of which could
cause significant environmental impacts, in order to maintain acceptable service
ratios,response times or other performance objectives far police protection?
Threshold PS-C Would the project result in substantial adverse physical impacts associated with
the provision of new or physically altered governmental facilities, need for new
ar physically altered governmental facilities, the construction of which could
cause significant environmental impacts, in order to maintain acceptable service
ratios,response times or other performance objectives for schools?
Threshold PS-D Would the project result in substantial adverse physical impacts associated with
the provision of new or physically altered governmental facilities, need for new
or physically altered governmental facilities, the construction of which could
cause significant environmental impacts, in order to maintain acceptable service
ratios,response times or other performance objectives for parks?
Threshold PS-E Would the project result in substantial adverse physical impacts associated with
the provision of new or physically altered governmental facilities, need for new
or physically altered governmental facilities, the construction of which could
cause significant environmental impacts, in arder to maintain acceptable service
ratios,response times or other performance objectives for public facilities?
5.14.5 Evaluation of Potential Project Impacts
This section will evaluate whether the proposed project would potentially have a substantial adverse
effect on public services. This evaluation assumes that the project will be implemented consistent with
the Project Description,including all Project Design Features (PDF's).
Project Design Features
All Project Design Features (PDF's) associated with public services are noted below in Table 5.10-3,
Project Design Features & Public Services Impact Comparison. The table identifies the PDF's related to
each CEQA threshold. The checkmark indicates that the PDF reduces, eliminates, and/or avoids impacts
associated with the related threshold. Refer to the threshold analysis for specific details.
City of Orange-Draft EIR—May 2013 Page 5.14-7
Rio Santiago Project SCH No. 2009051072
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5.14 Public Services
Fire Protection
Threshold PS-A Would the project result in substantial adverse physical impacts associated with
the provision of new or physically altered governmental facilities, need for new or
physically altered governmental facilities, the construction of which could cause
significant environmental impacts, in order to maintain acceptable service ratios,
response times or other performance objectives for fire protection?
[CEQA Public Services Threshold 73(a)]
Short-Term Construction Impacts
The site preparation construction activities could require calls for fire protection services from accidents,
fires, hazardous spills or other similar incidents associated with razing of existing structures, clearing and
grubbing, and site grading. These activities are typical of development and construction activities.
The site preparation construction phase could result in requests for fire protection services related to
temporary construction warkers on the project site and construction-related traffic. These activities have
the potential to increase the number of responses to the project site beyond the existing conditions and
thereby the ability of the City Fire Department to provide adequate service. The City Fire Department
response time would be anticipated to be no more than five minutes. As provided in PDF PS-2, prior to
the approval of the grading plan or issuance of the first grading or building permit, whichever occurs first,
the project applicant shall submit to the City Fire Chief or designee and Community Development
Director or designee a Construction Phase Emergency Fire Access Plan for review and approval. The
Construction Phase Emergency Fire Access Plan shall include the location of all existing fire hydrants,
apparatus access routes and access points from the adjacent public streets, and the emergency access areas
provided to within 150 feet of all on-site combustible construction activities. The specific format and
content of the Construction Phase Emergency Fire Access Plan shall be reviewed and as approved by the
City Fire Chief, or his designee.
PDF PS-2 requires a Construction Phase Emergency Fire Access Plan that would enable emergency
responders to efficiently respond to an emergency call by knowing in advance the route to the project site,
locations of fire hydrants, and vehicular access from adjacent roadways. Therefore, implementation of
PDF PS-2 would reduce construction impacts to a less than significant level.
Long-Term Operational Impacts
The on-going operation of the proposed project would have the potential to result in an increase in call
volume for emergency services to the project site and vicinity. Therefore the proposed project will have
the potential to result in the need for additional equipment and staffing in order to maintain the response
times and level of service currently provided by the City Fire Department. The development of the
proposed project would result in retention and reestablishment of natural open space, open
space/recreation uses, age-qualified units, and single-family residences on the project site.
The proposed project represents a change in the existing land use in Planning Areas B, C, and D
(approximately 62 acres of the 110 acre project site). Additionally, a multi-purpose trail would be
improved within Planning Area A. These new uses will have the potential to result in the need for
Page 5.14-9 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.14 Pubiic Services
additional equipment and staffing in order to maintain the response times and level of service currently
provided by the City Fire Department. No new manpower or equipment is presently planned to provide
fire protection for the proposed project. However, as provided in PDF PS-2, prior to the approval of the
grading plan or issuance of the first building permit or grading permit, whichever occurs first, the project
applicant shall submit to and receive approval from City Fire Chief or designee of a Fire Master Plan for
the on-going proposed project operations. In part, the plan shall show all proposed means of emergency
access for both fire apparatus and emergency personnel into and around the proposed project. The plan
shall demonstrate all other fire safety improvements as required by the Fire Department.
The proposed uses would result in a greater combined structure area and increased intensity of use of
open space areas than the existing uses. Therefore, the proposed project will have the potential to result
in the need for additional equipment and staffing in order to maintain the response times and level of
service currently provided by the City Fire Department. PDF PS-1 requires the proposed project to
include fire sprinklers in the residential uses and multi-purpose facilities, fire flow requirements,
placement and spacing of hydrants, and automatic fire extinguishing systems would decrease demand for
fire protection services. Therefore, with the incorporation of PDF PS-1 and PFD PS-2 long-term
operational impacts would be reduced to a less than significant level and no mitigation measures would be
required.
Fire protection services would continue to be provided from existing fire stations in the City. The
proposed project would not result in substantial adverse physical impacts associated with the need for
new or physically altered fire protection facilities, the construction of which could cause significant
environmental impacts in order to maintain acceptable service ratios, response times, or other
performance objectives. The on-going operation of the proposed project would have the potential to
result in an increase in call volume for emergency services to the project site and vicinity; and therefore,
have the potential to result in the need for additional equipment and staffing in order to rnaintain the
response times and level of service currently provided by the Fire Department.
In Planning Area A, the proposed project open space areas would have the potential to expose people or
structures to a significant risk of loss, injury, ar death involving wildland fires. As noted in Section 5.8,
Hazards and Hazardous Materials, PDF HAZ-1 through PDF HAZ-7 reduce this potential impact to a
less than significant level by the provision of fuel modification zones designed, installed, and maintained
in order to meet all requirements outlined in the Guideline for Fuel Modification Plans and Maintenance
Program adopted in the City's Municipal Code and set forth in the California Fire Code and City Fire
Department's guidelines. All new construction in the very high fire hazard zone will need to comply
with the California Fire and Building Codes as amended by the City that is in affect at the time of
application for building permits. Project landscaping will consist of plants from the approved fuel
modification planting list. A Conceptual Fuel Modification Plan (PDF HAZ-5) has been r�viewed and
approved by the City Fire Department as provided in Figure 5.8-1, Conceptual Fuel Modification Plan
and Appendix Q, Conceptual Fire Prevention Plan. A Fire Master Plan will be required prior to the
issuance of the first grading permit as defined in PDF PS-2. City Fire staff will review the design and
City of Orange-Draft EIR—May 2013 Page 5.14-10
Rio Santiago Project SCH No. 2009051072
5.14 Public Services
will require emergency vehicle access, per City Fire Department standards, to the Santiago Creek area.
Additionally, a water infrastructure plan far fire-fighter purposes will be required.
In Planning Area B the proposed sports and recreational facilities would have the potential to result in an
increase in call volume for emergency services to the project site and vicinity; and therefore, have the
potential to result in the need for additional equipment and staffing in order to maintain the response
times and level of service currently provided by the Fire Department. It would be anticipated that the
increase in call volumes would be similar to public recreational facilities in the community.
In Planning Area C, proposed project age-qualified residences would have the potential to increase call
volumes. In order to determine the number of fire calls to the proposed project age-qualified residences,
the existing development of GlenView Assisted Living and G1enBrook Skilled Nursing, located in
Carlsbad, were reviewed related to police and fire calls to these locations. G1enView Assisted Living
contains 74 apartments and G1enBrook Skilled Nursing has 70 units. G1enView and GlenBrook each
have one person per room. Presently G1enView is full in its apartments and G1enBrook has 60 occupants
in the skilled nursing units. From January 1, 2007 to December 31, 2010, G1enView and G1enBrook
experienced 217 fire department calls of which a majority of the calls were for medical aid. The
information in Appendix M, Fire and Police Data, was provided by the City of Carlsbad Fire
Department, Brianne Daley for the fire department calls section. Based on information provided by
G1enView and G1enBrook, they presently have 130 residents however during this timeframe did
experience full capacity of 144 residents. Assuming, the lower number of residents (i.e., the worst-case
condition for call volume per resident) as an average for the 48 month timeframe, the locations generated
approximately 54 calls per year. The City Fire Department had 11,196 calls in 2010 and 11,766 calls in
2011 (January 4, 2012 Year-2011 Recorded Incidents Memo). Using a proportioned scale to the project
size, Planning Area C would be anticipated to have approximately 124 calls per year based on full
capacity (297 residents as defined in Section 5.13, Population and Housing), which is 1.0% increase in
the total City calls per year'.
In Planning Area D, proposed single-family residences would have the potential to increase call volumes.
It would be anticipated that the increase in call volumes would be similar to adjacent residential
neighborhoods.
To address the above impacts, the applicant will pay applicable fees consistent with the requirements of
the Orange Municipal Code Chapter 15.38, Fire Protection Facilities Program Fees. Compliance with
Orange Municipal Code Chapter 15.38 would reduce the proportional effects of the proposed project
related to the provision of adequate fire protection services. Additionally, PDF PS-3 specifies that
existing City requirements and the Specific Plan provide that prior to the issuance of any building permit
the project applicant shall pay applicable fees consistent with the Fire Police Facility Development.
Therefore, based on the discussion provided above, the potential impacts of the proposed project related
� Sample locations(GlenView and GlenBrook)have 130 residents total,with an average of 54 calls per year or an average of 0.415 calls per resident per year.
Formula:(54/130=0.415).Planning Area C has a projected projection of 297 residents. Using these numbers Planning Area C wo�ld generate 124 calls per
year. Formula: (297 x 54)/130=123.26. Rounded up to 124.
Page 5.14-11 City of Orange-Draft E/R—May 2013
SCH No. 2009051072 Rio Santiago Project
5.14 Public Services
to existing City Fire Department facilities in the City would be less than significant and no mitigation
measures would be required.
Level of Significance
The proposed project would have the potential to result in a short-term significant impact related to the
provision of fire protection and emergency medical services by the City Fire department during
construction-related activities. With the inclusion of PDF PS- 1, the proposed project would have a less
than significant impact and no mitigation measures would be required.
The proposed project would have the potential to increase the demand for fire protection services to the
project site beyond the existing conditions. With the inclusion of PDF PS-1, PDF PS-2, and PDF PS-3 the
proposed project would have a less than significant impact and no mitigation measures would be required.
Police Protection
Threshold PS-B Would the project result in substantial adverse physical impacts associated with
the provision of new or physically altered governmental facilities, need for new or
physically altered governmental facilities, the construction of which could cause
significant environmental impacts, in order to maintain acceptable service ratios,
response times or other performance objectives for police protection?
CEQA Public Services Threshold 73(b)]
Short-Term Construction Impacts
During the construction of the proposed project, the addition of construction workers and the on-site
activities have the potential to increase the number of responses to the project site and on the surrounding
roadways by the Police Department. This would also have the potential to temporarily affect access and,
therefore, response times by the Police Department to the project site and vicinity. The City Police
Department response time would be anticipated to be approximately five minutes and from three to four
minutes for Priarity 1 emergency calls. The City Police Department average response time to emergency
or Priority 1 calls to this area would be consistent with response time to the rest of the City (Source:
Michelle Micallef, Crime Prevention Specialist, City of Orange). PDF PS-4 requires that prior to the
issuance of the first grading or building permit, whichever occurs first, the project applicant shall submit
to the Police Chief or designee and the Community Development Director or designee a Construction
Phase Emergency Access Plan. The Construction Phase Emergency Access Plan shall include the
location of all existing access points from the adjacent public streets and the on-site emergency access
areas provided to within 150 feet of all construction activities. The Construction Phase Emergency
Access Plan shall be reviewed and approved by the City Police Department.
PDF PS-4 would enable emergency police responders to efficiently respond to an emergency call by
knowing in advance the route to the project site, vehicular access from adjacent roadways, staging areas,
and site construction signage. Therefore, short-term construction impacts would be reduced to a less than
significant level and no mitigation measures would be required.
City of Orange-Draft EIR—May 2013 Page 5.14-12
Rio Santiago Project SCH No. 2009051072
5.14 Public Services
Long-Term Operational Impacts
The on-going operation of the proposed project would have the potential to result in an increase in call
volume for police protection services to the project site and on the roadways in the project vicinity. The
proposed project would have the potential to result in the need for additional equipment and staffing in
order to maintain the response times and level of service provided by the Police Department.
Police protection services would continue to be provided from the existing Police Headquarters in the
City. The proposed project would not result in substantial adverse physical impacts associated with the
need for new or physically altered police protection facilities, the construction of which could cause
significant environmental impacts in order to maintain acceptable service ratios, response times, or other
performance objectives.
The proposed project represents a change in the existing land use in Planning Areas B, C, and D
(approximately 62 acres of the 110 acre project site). Additionally, a multi-purpose trail would be
improved within Planning Area A. These new uses will have the potential to result in the need for police
services. The City Police Department does not maintain an established ratio of officers to population,
however accarding the City's of Orange, General Plan 2010 Program EIR, Page 5.12-20 the FBI's
average ratio for western cities is 1.3 officers per 1,000 residents. The proposed project is anticipated to
increase the population by 697 persons (Section 5.13,Population and Housing). Based on this increase in
population, the proposed project would increase the officer needs by 0.91 officers. The City Police
Department Memo dated April 5, 2010, states that per every 1,000 residents they receive approximately
520 calls per year and that each officer responses to approximately 1,000 calls per year(Memo located in
Appendix A,Public Participation Process).
Additional residences bring in additional vehicles all of which become targets for criminals. According to
the City Police Department Memo dated Apri15,2010,the average number of vehicles register per citizen
in California is 0.87. Based on the information provided by the City Police Department the proposed
project will have the potential to increase calls related to domestic violence, burglary, theft and other
crimes. The Police Department currently has one sworn officer per 844 residents (although this is not a
fixed ratio). The City Police Department response time would be anticipated to be approximately six
minutes far a Priority 1 emergency call.
In order to determine the number of police calls to the proposed project age-qualified residences, the
existing development of G1enView Assisted Living and G1enBrook Skilled Nursing, located in Carlsbad,
were reviewed related to police calls to these locations. G1enView Assisted Living contains 74
apartments and G1enBrook Skilled Nursing has 70 units. GlenView and G1enBrook have each one person
per room and presently are full in its apartments and have 60 occupants in the skilled nursing units.
From January 1, 2007 to May 14, 2010 GlenView and GlenBrook experienced 195 police calls of which
25 calls were police hang-up calls (approximately 4.8 calls per month during this timeframe). The
information in Appendix M, Fire and Police Data, was provided by the City of Carlsbad Police
Department, Fiona Evertt for the police calls section. A majority of the police calls accarding to the data
listed in Appendix M, Fire and Police Data, were to assist the fire department. Other incidents include
Page 5.14-13 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.14 Public Services
vehicle issues, vandalism, suspicious circumstances, and welfare check fraud. Based orn information
provided by G1enView and G1enBrook, they presently have 130 residents, however during this timeframe
did experience full capacity of 144 residents. Assuming, the lower number of residents as an average for
the 40.5 month timeframe, the locations generated approximately 58 calls per year. This equals
approximately 446 calls per year for every 1,000 residents.
Planning Area C would be anticipated to have approximately 133 calls per year based on full capacity
(297 residents as defined in Section 5.13, Population and Housing) at 446 calls per year for every 1,000
residents2. As noted above, the City has approximately 520 calls per year for every 1,000 residents.
Therefore, the proposed project age-qualified residences would increase the overall call volume in the
City; however, less than would be anticipated in other areas of the City based on the data provided above.
As previously noted, the City Police Department Memo dated April 5, 2010, which states that per every
1,000 residents they receive approximately 520 calls per year (Memo located in Appendix A, Public
Participation Process). Additionally, the memo indicates that each officer responses to approximately
1,000 calls per year. This data was utilized to determine the number of police calls to the proposed
project single-family residences. Based on this memo, the 130 proposed single-family residences would
generate approximately 403 people who would cause approximately 775 calls per year. Therefare, the
proposed project single-family residence would increase overall call volume similar to other
neighborhoods in other areas of the City.
The City Police Memo did not provide staffing or facility requirements to serve the open space and
recreation areas provided for in Planning Area B. However, the memo noted that sports facilities,
especially outdoor fields, generate calls far service related to disputes, alcohol violations and noise; all of
which would create a demand for resources. Depending on the allowed uses of multi-purpose rooms,
greater demands for services can be generated. The memo also noted that if the rooms are used for
receptions or parties, more calls for service might be generated. The staffing increase for Planning Area
B would be similar to other recreational facilities in the City. Therefore,the proposed projech recreational
facilities would increase overall call volume similar to other existing recreational facilities in other areas
of the City.
In order to determine the number of police calls to the proposed project Planning Area B, the existing
YMCA and Paul Ecke Sports Park adjacent to the YMCA in Encinitas was reviewed related to police
calls to this location. The YMCA Encinitas is located at 200 Saxony Road, Encinitas, CA 92024. The
YMCA site is a 20-acre location including aquatics center, gymnasium, skate park, and outdoor sports
fields. The YMCA is open Monday through Friday 5:30 am to 10:00pm and Saturday and Sunday
7:OOam to 7:OOpm. The Paul Ecke Sports Park is a 9.29 acre park which includes four baseball fields
(one large and three medium sized), a large soccer/multipurpose field, and a jogging path. T11e Paul Ecke
Z Sample locations(G1enView and GlenBrook)have 130 residents total,with an average of 58 calls per year or an average of 0.446 calls per resident per year.
Formula:(58/130=0.446). Planning Area C has a projected projection of 297 residents. Using these numbers Planning Area C would generate 133 calis per
year. Formula: (297 x 58)/130=132.50.Rounded to 133. To reach the calls per 1,000 population,the average of 0.446 calls per resident per year was multiplied
by 1,000 and results in a rate of 446 calls per 1,000 residents.
City of Orange-Draft EIR—May 2013 Page 5.14-14
Rio Santiago Project SCH No. 2009051072
5.74 Public Services
Sports Park is located at 278 Saxony Road, Encinitas, CA 92024. The park is open from 8:OOam to
11:OOpm. Between the park and the YMCA is a large parking lot. Police data includes the parking lot.
According to the San Diego County Sheriff's Department Crime Analysis Mapping site
(http://www.sdsheriff.net/crimeanalysis.html and http://mapping.arjis.org/CrimeMAPS/main.aspx) the
two locations have had seven calls from February 21, 2011 to February 21, 2012. The locations where
review for crimes, arrests, citations, and traffic-related calls. The calls are listed below in Table 5.14-4,
Police Calls YMCA and Paul Ecke Sports Park Encinitas.
Based on information provided related to the YMCA Encinitas and Paul Ecke Sports Park, the proposed
project Planning Area B would increase the overall call volume to the City. Planning Area B facilities,
while smaller than the YMCA Encinitas and Paul Ecke Sports Park, could have similar call volumes. An
increase in seven calls within an one year period would be less than significant and PDF PS-3 would
provide additional fees to the City. Therefore, a less than significant impact would occur and no
mitigation measures would be required.
Table 5.14-4: Police Calls YMCA and Paul Ecke Sports Park Encinitas
Date Time Type
March 5,2011 2:OOpm Theft
May 20,2011 8:30pm Simpie Assault(Non-DV)
August 11,2011 4:20pm Theft
August 29 2:OOpm Theft
September]1,201] 7:52am Traffic Citation
December 8,20]1 11:30am Vehicle Break-In
January 2,2012 11:30am Vehicle Break-In
January 5,2012 6:30pm Vehicle Break-In
Source:http://www.sd.sheriff.net/crimeanalysis.html and http://mupping.arjis.org/CrimeMAPS/main.aspx
The City Police Memo did not project staffing or facility requirements to serve the open space provided
for in Planning Area A. There is no significant change in proposed land use from the existing condition
in Planning Area A. Existing open space uses will remain in the proposed project. The proposed multi-
use trail system is a planned recreational amenity on both the City and County trail plans. In order to
determine the number of police calls to the proposed project Planning Area A, Oak Canyon Nature Center
in Anaheim was reviewed related to police calls at this location. Oak Canyon Nature Center is a 58-acre
natural park with a year-round stream meandering through the park. It consists of three adjoining
canyons, four miles of hiking trails. Also located on site is the John J. Collier Interpretive Center, a small
museum with live animal and regional natural history exhibits. According to the City of Anaheim Police
Department Online Crime Analysis Mapping site (http://www.crimemapping.com/map/ca/anaheim) there
were no calls from within the park site from August 26, 2011 to February 21, 2012. Within the residential
Page 5.14-15 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.14 Public Services
neighborhood surrounding the park there were approximately eight calls. In reviewing this data these
calls appear to be related to the residential neighborhood rather than the park site. Therefore, a less than
significant impact would occur and no mitigation measures would be required.
PDF PS-5 requires that prior to the approval of the first grading plan or issuance of the first grading
permit or building permit,whichever occurs first,the Project Applicant shall submit to the Police Chief or
designee, and Community Development Director or designee, an Operations Emergency Access Plan for
on-going proposed project operations showing all proposed means of emergency access for both police
and other emergency personnel into and around the proposed project. The Emergency Access Plan shall
indicate the location of all access points,the location and type of signage provided to aid police and other
emergency personnel on fire access roads and within the parking lots and the location of residential
structures and recreation facilities. The specific format and content of the Emergency Access Plan shall
be reviewed and as approved by the City Police Department.
Additionally, as noted in PDF PS-8,the project applicant shall perform speed surveys along East Santiago
Road adjacent to the project site, after development of each Planning Area (B, C, D) separately, as
requested by the City Police Department.
The proposed project Rio Specific Plan has a section which requires that adequate services be provided
and minimize the demands on police service, security and that design measures that employ Defensible
Space concepts are utilized in development and construction plans. These measures incorporate the
concepts of Crime Prevent Through Environmental Design (CPTED), which involves consideration such
as access and visibility of common areas, addressing and landscaping. CPTED promotes public safety,
physical security and allows for the ability to monitor activity in neighboring areas (Electronic
correspondence, Michelle Micallef, August 31, 2011). Section 4.2.4 of the Rio Specific Plan illustrates
the following CPTED:
Natural Surveillance: The proposed project discourages potential offenders by placing
physical features, activities and people in ways that maximize
visibility and encourage positive intersection among users �f public
and private spaces. Natural surveillance measures of the proposed
project Specific Plan shall include, but are not limited to, placing
windows so they overlook walkways and parking areas, creating
landscape designs that allow for natural surveillance, providing
adequate nighttime lighting and ensuring potential problem areas are
well lit. The proposed project provides diversified, complementary
programming and events in public spaces that encourages positive
use, increases public surveillance and discourages inappropriate
behaviors. Where applicable, buildings shall be oriented to face
parking lots. Lots having reduced street frontage or flag lot
configurations shall have additional illuminated monument
addressing at the street. Group or gang mailboxes shall be located in
City of Orange-Draft EIR—May 2013 Page 5.14-16
Rio Santiago Project SCH No. 2009051072
5.14 Public Services
an area having a high volume of activity within the respective
development.
Territorial Reinforcement: The proposed project Specific Plan states that physical design can
create or extend a sphere of influence, such as a one-mile radius
around the project site. Territorial reinforcement occurs by using
buildings, entry treatments, landscape, hardscape, fences, and gates
to convey ownership and define public and private areas. All
residential fencing along common areas, public spaces, trails, etc.
shall be of open construction where feasible, to provide natural
surveillance from residences to the surrounding areas. The plants
and shrubbery chosen for the landscaping around public spaces and
trails shall be installed in a graduated height, from lower to higher.
Landscaping shall be planted away from the access areas to prevent
blind corners and maintain maximum visibility of surrounding area
for those using the facilities. Plant types shall be chosen that will
prevent future overgrowth.
Natural Access Control: The proposed project Specific Plan states that natural access control
is directed primarily at decreasing crime opportunity by clearly
differentiating between public and private spaces. The Specific Plan
implements this type of control by designing streets, walkways,
building entrances and gateways to clearly indicate public routes and
discourage access to private areas with structural elements. The
proposed project has been designed to allow for both residential
neighborhoods to be gated, which will maximize delineation
between public and private spaces through the use of community
walls/fencing. Any manual gate secured by a locking device shall
have a Knox box with a key inside to the gate's locking mechanism.
The Knox box shall be keyed for Police & Fire access. (Automatic
vehicular gate operation for emergency response is regulated by the
Orange Municipal Code-0MC.)
Target Hardening: The proposed project Specific Plan states that this strategy is
directed at denying or limiting access to a crime target through the
use of physical barriers such as window locks, dead bolts for doors,
interior door hinges, alarm systems, etc. All structures shall comply
with the requirements of Municipal Code-Chapter 15.52 (Building
Security Standards), which relates to the use of specific hardware,
doors, windows, lighting, etc. (Ord. 7-79). Architect drawings shall
include sections of the Ordinance that apply under"Security Notes".
An "Approved Products List 07/04" of hardware, windows, etc. is
Page 5.14-17 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.14 Public Services
available upon request.
The on-going operation of the proposed project would have the potential to result in an increase in call
volume for police protection services to the project site and on the roadways in the project vicinity; and
therefore, have the potential to result in the need for additional equipment and staffing in order to
maintain the response times and level of service provided by the Police Department. The CPTED
described above reduces, but does not eliminate the increase call volume. To address the increase not
reduced by the project design features, the applicant will pay applicable fees consistent with the
requirements of the Orange Municipal Code Chapter 3.13, Police Facility Development Fee. Compliance
with Orange Municipal Code Chapter 3.13 would reduce the proportional effects of the proposed project
related to the provision of adequate police protection services. The proposed project would pay
applicable fees consistent with the Police Facility Development Fees as demonstrated in PDF PS-3.
Therefore, based on the discussion provided above, the potential impacts of the proposed project related
to existing City Police Department facilities in the City would be less than significant and no mitigation
measures would be required.
Level of Significance
The proposed project would have less than significant impacts related to the provision of police protection
by the City Police Department during construction-related activities. The proposed project: would have
less than significant impacts related to increase the demand for police protection services to the project
site beyond the existing conditions.
Schools
Threshold PS-C Would the project result in substantial adverse physical impacts associated with
the provision of new or physically altered governmental facilities, need for new or
physically altered governmental facilities, the construction of which could cause
significant environmental impacts, in order to maintain acceptable service ratios,
response times or other performance objectives for schools?
[CEQA Public Services Threshold 13(c)]
Planning Areas A and B will not generate school age children. The Planning Area C (age-qualified)
facility would not directly result in the generation in school age children. The proposed project 130
single-family homes in Planning Area D would generate school age children and would result in an
increase demand for school services and facilities. With the addition of 130 single-family residents, the
development of the proposed project would result in an incremental increase in the number of residential
units and school age residents in the Orange Unified School District (OUSD). The City of Orange,
General Plan 2010 Program EIR, Page 5.12-23 uses the generation rates indicated below in Table 5.14-5,
Student Generation Rates.
Based on the 130 additional units generated by the proposed project and a student generation rates listed
above in Table 5.14-5, Student Generation Rates a total of approximately 68 new K-12 students would be
added to the OUSD.
City of Orange-Draft EIR—May 2013 Page 5.14-18
Rio Santiago Project SCH No. 2009051072
5.14 Public Services
Table 5.14-5: Student Generation Rates
�welling Ur�it' Pr�posed Edt�cati�►n �riel�t��n �tudeTtts
Typ+e t��i#s 'Level factc�r �enera#ed
Elementary 0.325 43
Single-family 130 Middle 0.063 9
High 0.123 16
Total 130 68
Source: City of Orange General Plan 2010 Program EIR.Page 512-23
The school, location, design capacity, enrollment, and number of portable classrooms for each OUSD
facility providing service to the project site is provided in Table 5.14-2, Orange Unified School District
Facilities. The project site would be served for public schools by Chapman Hills Elementary, Santiago
Middle School, and El Modena High School. The design capacity of these schools is shown on Table
5.14-2, Orange Unified School District Facilities, based on the City's General Plan Updated Draft EIR,
page 5.12-6.
The mandatory obligations of Government Code Section 65995 would offset demands for educational
facilities. As permitted by State law, school districts assess school impact fees to help finance needed
facilities and services. Additionally, with the adoption of Senate Bill (SB) 50 and Proposition lA in
1998, school districts that meet certain requirements now have the option of adopting alternative school
fees, also known as Level 2 Fees and Level 3 Fees (Public Resources Code Sections 65995.5, 65995.6,
and 65995.7). In general, alternative school fees, which are calculated for each school district, apply
solely to residential construction within a school district. Therefore, OUSD and the Ciry will require
developers to provide for adequate educational facilities, to the extent allowed by law. Current developer
fees assessed for residential development are $2.63 per square foot. SB 50 states that for CEQA
purposes, payment of fees to the affected school district reduces school facility impacts of the proposed
project to a less than significant level but does not relieve the affected district of completing its own
analysis of environmental impacts under CEQA.
Prior to the issuance of building permits,the project applicant would be required to pay school fees to the
OSUD as illustrated in PDF PS-6. Therefore, with the payment of the required school fees in accordance
with the provisions of the State law, the development of the proposed project would have a less than
significant impact on school facilities and no mitigation measures would be required.
Level of Significance
The proposed project would have a less than significant impact to schools and school facilities with the
payment of the required school fees in accordance with the provisions of the State law, and no mitigation
measures would be required.
Page 5.14-19 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.14 Public Services
Parks
Threshold PS-D Would the project result in substantial adverse physical impacts associated with
the provision of new or physically altered governmental facilities, need for new or
physically altered governmental facilities, the construction of which could cause
significant environmental impacts, in order to maintain acceptable service ratios,
response times or other pertormance objectives for parks?
[CEQA Public Services Threshold 13(d)]
The proposed project includes recreational components and on-site facilities and trails. The on-site
recreational component would provide increased recreational opportunities to residents in the project site
vicinity and the proposed project on-site residential component. PDF REG1 would offer for dedication
Planning Area A, including the trail for ownership and maintenance to the City, County, Orange
Transportation Authority(OCTA) or 501c3 Non-Profit Organization. Should these entities not accept the
offer of dedication, the Rio Santiago Home Owner's Association (HOA) would own the property and the
improvements. Governmental acceptance of the dedication would be contingent on maintaining the trail
system. The multi-purpose trail along East Santiago Canyon Road and through the project's main
entrance would be maintained by the HOA. The proposed project does not have the potential to result in
the need for new or physically altered government facilities related to parks. Please refer to Section 15.0,
Recreation, Threshold REGA for a discussion related to recreational facilities and consistencies with the
City's park dedication requirements. Therefore a less than significant impact would occur and no
mitigation measures would be required.
Level of Significance
The proposed project would have a less than significant impact related to the need for new or physically
altered government facilities related to parks and no mitigation measures would be required.
Other Facilities
Threshold PS-E Would the project result in substantial adverse physical impacts associated with
the provision of new or physically altered governmental facilities, need for new or
physically altered governmental facilities, the construction of which could cause
significant environmental impacts, in order to maintain acceptable service ratios,
response times or other performance objectives for other facilities?
[CEQA Public Services Threshold 13(e)]
The proposed project would increase demand for other public services such as the City Hall complex and
library services. The increase in demand at the City Hall complex would include staff hours for such
items as plan checks and building inspections. The incremental increase in demand for other
governmental services would be anticipated to be met by existing facilities and offset by fees such as plan
check fees that the City requires. Additionally, the costs related to City Staff education on the
interpretation, explaining, implementation, copying, and archiving the new Rio Santiago Specific Plan
would be absorbed in the General Fund payment as are other City projects.
The demand for library services would not be anticipated to be high and would not result in the need to
alter the governmental provision of library services. It is anticipated that limited library like facilities
would be included in the age-restricted residential uses. Additionally, according the City's General Plan
City of Orange-Draft EIR—May 2013 Page 5.14-20
Rio Santiago Project SCH No. 2009051072
5.14 Public Services
2010 Program EIR, Page 5.12-24, the Orange Public Library Facilities Master Plan recommends future
expansions to the EI Modena library, as well as construction of a new (4"') branch library in the Santiago
Hills area of Orange. Pursuant to development already approved for East Orange, a new library site has
been reserved. Based on projections of future needs to 2020, the El Modena Branch is expected to serve
28,900 people (an increase of 1,400 residents) and the East Orange Branch is anticipated to serve 33,280
people. In addition, other public services including the City Hall complex and libraries would continue to
be provided from existing facilities in the City. The proposed project would pay applicable development
fees to off-set any increase demand as illustrated in PDF PS-7. Therefore, a less than significant impact
would occur and no mitigation measures would be required.
Level of Significance
The proposed project would have a less than significant impact by paying applicable development fees to
off-set any increase demand to public facilities, such as libraries and City Hall and no mitigation
measures would be required.
5.14.6 Evaluation Summary
Table 5.14-6, Evaluation Summary Table - Public Services, summarizes potentially significant project
impacts from this Draft EIR.
Table 5.14-6: Evaluation Summary Table— Public Services
Threshald Pc�fentiai Impact Mi#igati+�n Measure Level of Signlficance
Fire Protection Less than significant None Required Less than significant
Police Protecrion Less than significant None Required Less than significant
Schools Less than significant None Required Less than significant
Parks Less than significant None Required Less than significant
Other Facilities Less than significant None Required Less than significant
Page 5.14-21 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.15 Recreation
5.15.1 Introduction
Purpose
The purpose of this section is to identify any potential impacts on recreational facilities. This section also
identifies mitigation measures to reduce any potentially significant recreational impacts and describes the
residual impact, if any, after imposition of the mitigation.
Sources
The following sources were used in consideration and discussion of the potential environmental impacts:
• City of Orange Municipal Code.
• Commuters Strategic Plan,Orange County Transit Authority's (OCTA), 2009.
• General Plan: Circulation&Mobility Section, City of Orange, March 2010.
• Major Riding&Hiking Trails and Off-Road Paved Bikeways, County of Orange, March 2008.
• Master Plan for Park Facilities, Recreation, and Community Services, City of Orange,November
2009.
• Orange ParkAcres Plan, City of Orange, December 23, 1973.
• Rio Santiago Specific Plan, City of Orange, October, 2011.
• Table 2:E-5 City/County Census Population and Housing Counts, 4/1/2010, State of California
Department of Finance.
• 1975 East Orange (EO) General Plan, City of Orange,August 1975.
• Comments received during the public comment periods and scoping meetings. These comments
are contained in Appendix A,Public Participation Process.
5.15.2 Existing Environmental Setting
Existing Open Space/Parks/Arenas
Existing open space, parks, and arenas in a five mile radius of the project site include, but are not limited
to: Irvine Regional Park with the Orange County Zoo 2.00 miles to the southeast, Peters Canyon Regional
Park 3.50 miles to the southeast, EI Modena Open Space Preserve 1.00 mile to the southwest, and
Santiago Oaks Regional Park to the northeast on the project. Other nearby major land uses of open space
and recreation include: Holy Sepulcher Cemetery 1.25 miles to the southeast and Santiago Canyon
College 1.85 miles to the southeast of the project site, and Santiago Hills Park, City of Orange, is 1.9
miles to the southeast (one block south of Santiago Canyon College). Directly across East Santiago
Canyon Road, to the south of the project site, is the Mara Brandman Arena(formally known as the OPA
City of Orange-Draft EIR—May 2013 Page 5.15-1
Rio Santiago Project SCH No. 2009051072
5.15 Recreation
arena), which is approximately 3.9 acres and open to the community and available for public use for
equestrian activities. Table 5.15-1, City of Orange — Park Facilities, provides a more complete list of
existing City park facilities in the vicinity of the proposed project. Table 5.15-2, County of Orange —
Park Facilities, provides a more complete list of County of Orange park facilities in the vicinity of the
proposed project. Figure 5.15-1, City and Counry Park Facilities identifies the locations of these park
facilities.
Planned Open Space/Parks/Arenas
A ride-in only arena is proposed to be located at the Ridgeline Equestrian Estates site. The arena consists
of 0.45 acres and will be approximately 1.3 miles south of the proposed project. This project has been
approved through the City; however, it has not been developed.
Existing City and County Trails
An existing recreational trail currently exists along the north side of East Santiago Canyon Road adjacent
to the Reserve neighborhood. This existing recreational multi-purpose trail is composed of decomposed
granite and is available for pedestrians, equestrians, and mountain bikers. This trail is illustrated on the
City's 2010 General Plan, Figure CM-3 Plan for Recreational Trails and Bikeways.
An existing recreation multi-purpose trail exists off-site north of Planning Area A adjacent to the south
edge of East Mabury Avenue maintained by the Mabury Homeowners Association, County of Orange,
and City. This trail has an unauthorized connection from the Mabury neighborhood crossing Santiago
Creek to Santiago Oaks Regional Park to the east and to the City to the west. The crossing is available
when Santiago Creek has low flows. This trail is illustrated on the City's 2010 General Plan, Figure
CM-3 Plan for Recreational Trails and Bikeways and the County of Orange, Major Riding & Hiking
Trails and Off-Road Paved Bikeways Plan. The crossing of Santiago Creek is presently utilized as an
unauthorized trail trespassing on private property.
Class II bike lanes exist on northbound and southbound Cannon Street and eastbound and westbound
Santiago Canyon Road adjacent to the project site as depicted on Figure CM-3 Plan for Recreational
Trails and Bikeways, City's 2010 General Plan, Figure CM-3 Plan for Recreational Trails and Bikeways.
Figure 5.15-2, Existing and Proposed Trails identifies existing City and County of Orange trails in the
vicinity of the project site,respectively.
Page 5.15-2 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.15 Recreation
Table 5.15-1: City of Orange— Park Facilities'
Park Name Size LocationlDistance Description
��...w
from Site
Santiago 27.0-acre City 8040 East White Oak Santiago Hills Park provides active and passive
Hills Park park facility. Ridge recreation amenities within 27-acres. Recreation
Approximately 19 miles facilities and services include: a picnic pavilion,
southeast of the project two structured, tot-lots with playground
site. equipment, non-reversible picnic tables, and
unlighted basketball and sand volleyball courts.
Serrano Park 4.0-acre City park 2349 Apache Creek Serrano Park includes: picnic tables and
facility. Drive barbeques, a tot-lot with playground equipment, a
Approximately 2.4 miles picnic pavilion, unlighted volleyball and
northeast of the project basketball courts, and an open space area for
site. passive recreation activities.
Fred Barrera 3-acre City 8511 East Serrano Linear designed neighborhood park that features
Park neighborhood park Avenue barbeques, two tot-lots, a picnic pavilion and a
facility. Approximately 2.0 miles 1,500 linear-foot jogging path of decomposed
northeast of the project granite.
site.
McPherson 18-acre Joint Use 333 South Prospect This 18-acrc facility offers four non-lighted soccer
Athletic recreation facility Avenue fields, five non-lighted baseball fields, a tot-]ot
Center between the City Approximately 3.4 miles �'ith playground equipment, and other City
and the OUSD. to the southwest of the recreation facilities. The City uses the site from
project site. 3:30pm. - Dusk when school is in session and
7:OOa.m.to Dusk when not in session. McPherson
Athletic Facility is maintained under joint-use
agreement by the City and operated as a public
park 50%of the time. The 18 acre park property is
owned by OUSD.
Grijalva 26.5-acre City 368 North Prospect This 26.5-acre park facility features barbeques,
Park at recreation facility. Street structured tot-lot,two picnic pavilions,two lighted
Santiago Approximately 2.7 miles basketball courts, walking track, gymnasium, and
Creek southwest from the multi-purpose fields.
project site.
El Modena 932-acre City 555 South Hewes Street This 9.32-acre park features barbeques, a two
Park recreation park. Approximately 3.0 miles structured tot-lot, a picnic pavilion, and a lighted
southwest from the baseball field.
project site.
Handy Park 731-acre City 2143 Oakmont Avenue This 7.31-acre park features a picnic pavilion,
recreation park. Approximately 3.21 three (3) structured tot-lots, picnic tables, two
miles west of the project lighted baseball fields, overlay soccer field, two
site. unlighted volleyball courts, and one lighted soccer
field.
La Veta Park 1.62-acre City 3705 East La Veta This 1.62-acre neighborhood park includes
neighborhood park Avenue barbecues, a picnic pavilion, two structured tot-
facility. Approximately 3.44 lots, and a volleyball court.
miles southwest of the
project site.
Parks located within 5 miles of project site.
Source: City of Orange, Community Services Department and Vista Community Planners(Visra)
City of Orange-Draft EIR—May 2013 Page 5.15-3
Rio Santiago Project SCH No. 2009051072
5.15 Recreation
Table 5.15-2: County of Orange— Park Facilities'
Park Name Size Location/Distance Description
from Site
Santiago 1,758 acre 2145 North Windes This regional park is primarily a natural open space
Oaks facility that Drive area.Nearly 90%of the park was affected by the
Regional Park Includes Weir Adjacent to the project March 1,2007 fire.Most of the park's trails have
Canyon site. been reopened with some areas currently being re-
Regional,El vegetated and/or assessed for future public use. A
Modena,and Nature Interpretative Center is located on-site,as
Barham Ranch.
well as orange groves and picnic area.
County
recreation
facility.
Irvine Approximately I Irvine Park Road Irvine Regional Park is nestled among a grove of
Regional Park 477 acres Approximately 2.4 miles Oak and Sycamore trees. The rolling foothills
facility. surrounding the park are filled with a variety of
from the project site. �,ildlife and trails. Trees shaded turf areas provide
Counry a serene setting for leisure activities. Santiago
recreation Creek bisects the park and a pond with a
facility. stonework waterfall and footbridge, located in the
center of the park where you can rent paddle boats.
A small zoo,ball fields, equestrian center,tot lots,
pony rides,and Boy Scout camp are also located
with the park area.
Peters Approximately 8548 East Canyon View This regional park offers a blend of native habitat
Canyon 359 acre facility. Avenue and recreational trails. The park encompasses 354 ��
Regional Park The reservoir is Approximately 3.5 miles acres of coastal sage scrub,riparian,freshwater
55 acres. from the project site. marsh and grassland habitats. The 55-acre Upper
Peters Canyon Reservoir is home to many resident
County and migrating waterfowl. Willows, sycamores and
recreational back cottonwoods line the lake and Peters Canyon
facility. Creek,which meanders through the canyon. The
park offers a variety of graded roads and trails
providing opportunities for hikers,mountain bikers
and equestrians. The East Ridge Vie�Trai(
provides a panoramic view of Peters C'anyon and
the surrounding area. Seating areas are provided
throughout the park.
Parks/ocated within 5 miles of project site.
Source: Vista Community Planners(Visra)
Page 5.15-4 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
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SOURCE: Goo le Earth• Michael Brandman Associates.
VISTA N
CITY AND COUNTY PARK FACILITIES No�
RIO SANTIAGO PROJECT - CITY OF ORANGE FIGURE 5.15-1
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5.15 Recreation
Planned City and County Trails
Figure 5.15-2, Existing and Proposed Trails identifies existing City and County of Orange trails in the
vicinity of the project site, respectively. The Orange Park Acres (OPA) Plan and the 1975 East Orange
(EO) General Plan proposed trails are similar to the proposed trails in the City's 2010 General Plan. Per
the City's 2010 General Plan, Figure CM-3 Plan for Recreational Trails and Bikeways, there is a
proposed Class I Bikeway(Off-Street)to be located on the northerly and westerly edges of Planning Area
A. There are also proposed recreational trails to be located along East Santiago Canyon Road adjacent to
the project site and the easterly boundary of the project site. Objective 4 of the Project Applicant
established objectives(located in Section 3.0,Project Description)proposed project states:
OBJ-4 To provide an open space and trail network adjacent to Santiago Creek's riparian habitat, including
public trails with connections to trails and parks, along with a variety of public and private
recreational opportunities that do not currently exist in the East Orange area.
Per the County of Orange, Major Riding & Hiking Trails and Off-Road Paved Bikeways Plan (March
2008), there is a proposed off-road paved bikeway south of Santiago Creek through the project site.
5.15.3 Regulatory Setting
Federal
There are no Federal regulations associated with this issue.
State
The State of California Government Code Sections 66477 et seq. (the "Quimby Act"), as amended,
establishes parkland dedication standards of three acres per 1,000 population, unless a local government
has established a higher rate.
Local
Section 16.60 of the City Municipal Code implements the Quimby Act. This section establishes the
procedures for reyuiring the dedication of land, the payment of fees in-lieu thereof(or a combination of
both) to serve new subdivisions in accordance with the Master Plan for Park Facilities, Recreation and
Community Services. This plan was adopted by the City Council in accordance with the requirements of
the City's General Plan and in compliance with the requirements of California Government Code Sections
66477 et seq. (the "Quimby Act"). The Quimby Act specifically authorizes the City to require dedication
of parkland or the payment of fees in-lieu of such dedication in set amounts to meet the needs of the
citizens of the community for parkland and to further the health, safety and general welfare of the
community.
County of Orange Recreational Trails Master Plan
The Major Riding & Hiking Trails and Off-Road Paved Bikeways Plan are a comprehensive long-range
planning document for trail setting, alignments, standards, and locations. The Plan was designed far a
broad spectrum of users, including trail bicyclists, hikers,joggers, and equestrians.
City of Orange-Draft EIR—May 2013 Page 5.15-7
Rio Santiago Project SCH No. 2009051072
5.15 Recreation
City of Orange Recreational Trails Master Plan
The Recreational Trails Master Plan is a comprehensive long-range planning document for trail setting, �._.:�,
alignments, standards, and locations. The Recreational Trails Master Plan was designed for a broad
spectrum of users, including trail bicyclists, hikers,joggers, and equestrians. The trail routes are designed
to link wherever possible with the routes designated in the City's Bicycle Master Plan.
City of Orange Master Plan for Park Facilities, Recreation, and Community Services
The City Master Plan for Park Facilities, Recreation, and Community Services (1999), provides
information regarding the amount and characteristics of recreational resources within the City and makes
recommendations regarding the type and number of recreational facilities. The purpose of the Master Plan
is to provide a strategic plan for development of new recreation facilities and for renovation of existing
City parks and recreation facilities. The plan also addresses goals for preservation of open space and
development of future programs.
City of Orange Park Standards
The City Master Plan for Park Facilities, Recreation, and Community Services (1999), states, "[I]t is
intended that implementation of the Master Plan and subsequent decisions based on it will lead the City to
the ratio goal of 3 acres of parkland for every 1,000 residents."
In 1999, when the Master Plan was adopted, the City had 136.43 acres of City-owned and developed
parkland, 42.5 acres not yet developed, and 22.95 acres in the form of joint-use schooUCity recreation
facilities. Factoring in the joint-use facilities as a partial use (50 percent), these facilities represent 11.5
additional acres, for a total of 190.43 acres. Based on a population of 125,065 in 1999, the City had 1.54
acres of parkland per 1,000 residents at that time.
Since 1999, the population in the City has increased by 11,351 to 136,416 in 2010, the last population
estimate for Orange (California State University, Fullerton, Center for Demographic Research 2010). The
City has also since developed 49.5 acres of new parkland, including 32 acres at Grijalva Park (Phase 1
includes 15 acres opened in 2003/2004 and Phase 2 includes 17 acres opened in 2010), four acres at
Serrano Heights which opened in 2004, three acres at Fred Barrera Park which opened in 2006, and 10.5
acres at Steve Ambriz Memorial Park which opened in 2012. The City currently has 201.95 acres of CiTy-
owned and developed parkland, and 49.70 acres not yet developed, for a total of 251.65 acres of parkland
(communication from Marie Knight, Community Services Director for the City). The current ratio of
parkland to residents has decreased and is 1.84 acres per 1,000 residents.
Applying that ratio of three acres of parkland for every resident to the current population of the City a
tota1404 acres of developed parkland would be required to meet the City standard. The City has a deficit
of approXimately 15235 acres of developed parkland (communication f�om Marie Knight, Community
Services Director for the City). Constitutional limits on regulatory 'taking' prohibit the City from
requiring a developer to contribute parkland or recreational facilities at a rate that exceeds their
proportional contribution to the overall demand for open space, park, and recreational facilities. The '
Page 5.15-8 Cify of Orange-Draft E/R—May 2013
SCH No. 2009051072 Rio Santiago Project
5.15 Recreation
existing deficit cannot be made up through conditions of approval on future project since their
contribution is limited to the new demand they are creating.
� .�.,
City of Orange
Genera/P/an
The City of Orange General Plan sets goals to purchase land and build park amenities to reach a minimum
level of three acres per 1,000 persons and the goal of five acres per 1,000 persons. Additionally, the
General Plan calls for a total of 10 acres of parkland per 1,000 persons, inclusive of County regional parks
within the planning areas of the General Plan.
Municipa/Code
The City's Municipal Code Title 16 Subdivisions, Chapter 16.60.20 Definitions, establishes definitions
related to parks and recreation. The City's Municipal Code requires that the proposed project comply with
one of the following:
• Payment of City Park Fees(Quimby fees);
• Dedication of land to the City that meets City requirements; or
• A combination of fees and land dedication.
5.15.4 Significance Thresholds
The following thresholds of significance have been established for the evaluation of the proposed
project's potential recreational impacts consistent with Appendix G of the State CEQA Guidelines:
Threshold REC-A Would the proposed project increase the use of existing neighborhood and
regional park or other public park facilities such that substantial physical
deterioration of the facilities would occur or be accelerated?
Threshold REC-B Does the proposed project include recreational facilities or require the
construction or expansion of recreational facilities which might have an adverse
physical effect on the environment?
5.15.5 Evaluation of Potential Project Impacts
This section will evaluate whether the proposed project would potentially have a substantial adverse
effect on recreation. This evaluation assumes that the project will be implemented consistent with the
Project Description, including all Project Design Features(PDF's).
Project Design Features
All Project Design Features (PDF's) associated with recreation are noted below in Table 5.15-3, Project
Design Features &Recreation Impact Comparison. The table identifies the PDF's related to each CEQA
threshold. The checkmark indicates that the PDF reduces, eliminates, and/or avoids impacts associated
with the related threshold. Refer to the threshold analysis for specific details.
City of Orange-Draft EIR—May 2013 Page 5.15-9
Rio Santiago Project SCH No. 2009051072
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5.15 Recreation
Neighborhood or Regional Parks/Other Recreational Facilities
Threshold REC-A Would the proposed project increase the use of existing neighborhood and regional -�-w=,
park or other public park facilities such that substantial physical deterioration of
the facilities would occur or be accelerated?
[CEQA Recreation Threshold 15(a)]
The proposed project would increase the use of existing neighborhood and regional park or other public
park facilities such that substantial physical deterioration of the facilities could occur. The following
provides a discussion of the proposed project related to the increase use of recreational facilities.
Open Space and Recreational Use
PDF REC-1, PDF REG2, PDF REG3, PDF REC-6, and PDF REC-7, implement the proposed project
open space and recreational opportunities. This will include recreation areas open to the public that will
be publicly and privately owned for use by the proposed project and the existing community. The
privately owned recreational facilities would be operated on a fee basis. The publicly owned recreational
facilities(e.g., trails)would not operate on a fee basis. The proposed project will establish a natural open
space preserve on approximately 50 acres located on both sides of Santiago Creek and bordered on the
north by Mabury Avenue (Planning Area A). Additionally, PDF PS-7 requires that prior to the issuance
of any building permit the project applicant shall pay applicable development fees to off-set any increase
demand for other governmental facilities.
In addition, Planning Area B (approximately 10 acres) will implement privately owned recreational uses
that are open to the public on a fee basis. Planning Area B will include an 81,000 square foot building
with a maximum two-story height. This building may include community serving uses such as a wellness
center, gymnasium, swimming pool, multi-purpose rooms, a child care center, locker rooms, and
administrative offices. Outdoor sport fields and courts are proposed in association with the facility. An
educational facility and a resource center with services such as an Autism Center could also be part of the
10 acre site, also in association with the 81,000 square foot building.
The proposed open space and recreational uses would complement the existing neighborhood and/or
regional parks or other recreational facilities. The proposed open space and recreational uses would not
increase the use of existing neighborhood and/or regional parks or other recreational facilities. Therefore,
a less than significant impact is anticipated related to existing neighborhood and/or regional parks or other
recreational facilities and no mitigation measures would be required.
Residential Component
The proposed project would include an age-qualified community and a single-family residential
community. PDF REG2, PDF REC-4, and PDF REGS, provide recreational and �pen space
opportunities to the proposed project age-qualified and single-family residential communities.
The age-qualified community would establish a maximum of 265 units on approximately 17 acres of the
project site. The community would be comprised of a combination of individual units incorporated into
one and two-story flats (referred to as "villas" in the Specific Plan), independent living, and assisted
Page 5.15-12 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.15 Recreation
living/skilled nursing. Attached and detached dwelling units are proposed for the senior living
community. Accessory amenities such as community dining areas with a kitchen, a community room, a
reading room, support services such as coffee and juice service with minar accessory food sales for the
age-qualified community, exercise rooms, pool and spa facilities, outdoor gardens, walking paths, scenic
view corridors, and other recreation facilities are all identified as components of the community.
The single-family residential community would consist of a maximum of 130 homes on approximately 35
acres of the project site. This community would include residential lots with a minimum lot size of
approximately 6,000 square feet with some home sites as large as 20,000 square feet. The single-family
residential area has an open space paseo system through the center of the site linking to the open space
areas, including a pocket park in the middle of the single-family residential area and other smaller pocket
parks. The main entrance to the project site has been enhanced to include additional green areas and a
linear park. The linear park area provides the public connection between East Santiago Canyon Road and
the Santiago Creek TraiL The public connection at the main entrance includes a trail system that
connects to other open space areas and the project or to the recreational and bicycle trails along East
Santiago Canyon Road.
The proposed single-family residential and senior age-qualified community would potentially impact
existing neighborhoods and regional parks or other recreational facilities through increased use of these
facilities. The increase use would be off-set by provisions of recreation/natural open space and/or the
payment of fees in accordance with City Ordinance No. 10-03 and Resolution No. 9724 that establish a
Park and Recreational Facilities Development Impact Fee for residential development within the City.
The project applicant is requesting park credit as described below(Park Land Dedication). The applicant
is requesting that these credits to off-set any Park and Recreational Facilities Development Impact Fees
required for the project. Final determination is under the authority of the City Council. Should City
Council determine that additional fees are required; the proposed project would be required to pay these
fees to the City and as a condition priar to the issuance of a building permit.
Park Land Dedication
Based on Orange Municipal Code Chapter 16.60 and the population estimates provided in Section 5.13,
Population and Housing of this Draft EIR, the proposed project requires the dedication of 2.188 acres of
park land. The City's Municipal Code requires that the proposed project comply with one of the
following:
• Payment of City Park Fees(Quimby fees);
• Dedication of land to the City that meets City requirements; or
• A combination of fees and land dedication.
Orange Municipal Code (OMC) Section 16.60.070A.2 requires, "...at the time of the tentative tract or
parcel map approval, the Planning Commission shall recommend to the City Council, as a part of such
approval, whether to require a dedication of land within the subdivision, the payment of a fee in-lieu
thereof, or a combination of both." The project applicant has offered dedication of property for park and
City of Orange-Draft EIR—May 2013 Page 5.15-13
Rio Santiago Project SCH No. 2009051072
5.15 Recreation
recreation purposes. The project applicant's opinion is that the project's proposed open space, potential
private recreation use on Planning Area B, trails, linear "park", and other amenities identified in Table
5.15-4, Project Applicant Park Land Dedication Offer vs. City Standards fully satisfies the parkland
dedication requirements of the OMC. Acceptance of the applicant's opinion would be contingent on the
City Council agreeing that the offerings meet the OMC definitions and codes pertaining to park land.
City Staff's opinion is that the project applicant offerings do not meet the OMC requirements for park
land as explained in Table 5.15-4, Project Applicant Park Land Dedication Offer vs. City Standards.
Depending on the facilities to be shown at the time detailed development plans of Planning Area C are
approved in the future, City Staff, pursuant to OMC Section 16.60.090D., there is potential for a
maximum of fifty (50) percent park credit for privately owned parkland in Planning Areas C and D.
However, until such time as detailed development plans are submitted and approved, City Staff believes
that the project applicant still must provide in-lieu park fees andlor parkland meeting the OMC
requirements. City Staff's disagreements with the project applicant are outlined with reference to OMC
sections in Table 5.15-4,Project Applicant Park Land Dedication Offer vs. City Standards.
Based on the provisions of the City's Municipal Code provided in Table 5.15-4, Project Applicant Park
Land Dedication Offer vs. City Standards the City Council may require park land dedication or require
payment of fees, or both at its discretion. If proper and contrary findings are offered, the City Council
may disagree with City Staff and agree with the applicant that their offerings meet the code pertaining to
parkland dedication. Therefore, regardless of the City Council's decision on this issue, this Draft EIR has
fully identified the potential environmental impacts on recreation facilities and set forth the potential
methods to eliminate any potential impacts through compliance with the OMC, as determined by the City
Council. If the project applicant(1)pays City Park Fees and/or dedicates parkland in accordance with the
OMC, per City Staff recommendation or (2) the City Council accepts offerings in Table 5.15-4, Project
Applicant Park Land Dedication Offer vs. City Standards as proposed by the project applicant and makes
findings contrary to staff advisement, no significant impacts on park and recreation facilities would occur.
Any such combination of park land dedication or park fees payment is possible and, with City Council
approval of the appropriate factual findings for compliance with the OMC, any such combination will
alleviate the impact on parks that could be created by the proposed project because either improved park
facilities would result from fees to handle the increased project population or, land would be provided for
the park needs of the increased project population. As a result of the City Council determination for the
method of compliance with the OMC, with appropriate factual findings for compliance with the OMC, a
less than significant impact is anticipated resulting from the proposed project and no mitigation measures
would be required.
Table 5.15-4, Project Applicant Park Land Dedication Offer vs. City Standards is provided immediately
below. This table shows the project applicant's proposed offerings including open space, potential
recreation use on Planning Area B, trails, linear park, and other amenities. This table includes the project
applicant's argument column demonstrating why the project applicant believes each offering should and
may be accepted by the City Council in accord with the OMC. The City Staff position is provided in the
adjacent column, which explains City Staff's reasons why the project applicant offerings (with exception
of the potential 50% credit in Areas C and D may not be accepted pursuant to the OMC.
Page 5.15-14 City of Orange-Draft E!R—May 2013
SCH No. 2009051072 Rio Santiago Project
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5.15 Recreation
Construction or Expansion of Recreational Facilities
Threshold REC-B Does the proposed project include recreational facilities or require the construction
or expansion of recreational facilities which might have an adverse physical effect
on the environment?
[CEQA Recreation Threshold 15(b)]
Open Space/Parks
The proposed project provides on-site privately owned recreational facilities open to the public (Planning
Area B) and public trails (Planning Areas A, B, C, & D). The impacts of the proposed project's private
recreational facilities and public trails have been analyzed in detail within each environmental topic.
Please refer to a specific section for specific topical impacts from recreational facilities(i.e., noise).
PDF REG1 through PDF REGS require the proposed project include open space and parks that reduce
the projects impact on existing recreational facilities and the construction or expansion of recreational
facilities and provide a link for recreation uses along Santiago Creek. PDF REG1 includes Planning
Area A's public multi-purpose recreational trail system and open space area. PDF REC-2 includes the
green space and the trail system at the entrance to the project site, including a linear park. PDF REC-3
includes Planning Area B's YMCA type building and fields. PDF REC-4 includes Planning Area C's
gathering areas, spa, and gardens. PDF REGS includes Planning Area D's paseo and pocket parks.
Additionally, PDF PS-7, requires that prior to the issuance of any building permit the project applicant
shall pay applicable development fees to off-set any increase demand for other governmental facilities.
PDF REG1 through PDF REGS shall be constructed by the developer of the project site. PDF REC-2,
PDF REC-4, and PDF REGS shall be maintained by the Rio Santiago Home Owner's Association
(HOA). PDF REC-3 shall be maintained by the proprietor of the facilities. PDF REG1 shall offer for
dedication Planning Area A for ownership and maintenance to the City, County, Orange County
Transportation Authority (OCTA), or SOlc3 Non-Profit Organization. Should these entities not accept
the offer of dedication, the Rio Santiago HOA would own the property and the improvements. Refer to
Threshold REC-A above, for detailed information regarding park dedication requirements. Therefore,
based on the information presented above, the impacts on open space/parks would be anticipated to have
a less than significant impact and no mitigation measures would be required.
Recreational Trails
The proposed project provides on-site public recreational trails. The impacts of the proposed project's
on-site trails have been analysis in detail within each environmental topic of this Draft EIR. Please refer
to a specific section for specific topical impacts from the recreational trails(i.e.,biology).
PDF REC-6 through PDF REC-7 require the implementation of design features for the proposed project
that include trails that reduce, but do not eliminate, the project's impact on existing recreational facilities
and the construction or expansion of recreational facilities.
A recreation trail currently exists along the north side of East Santiago Canyon Road adjacent to the
existing Reserve neighborhood and east of the project site. The existing trail provides for a connection to
City of Orange-Draft E/R—May 2013 Page 5.15-19
Rio Santiago Project SCH No. 2009051072
5.15 Recreation
the project and the project extends the trail along the projecYs entire East Santiago Canyon Road frontage
as illustrated on Figure 5.15-2, Existing and Proposed Trails. This would be a 10-foot wide recreation .,�..,�
trail tread separated from East Santiago Canyon Road by a 6-foot wide landscaped parkway measured
from the back of curb, all within an 18' wide trail easement. This portion of the recreation trail would use
decomposed granite and would be available for pedestrians, equestrians, and mountain bikers internal and
external to the project. The surface will be in accordance with City standards on trails. At the southwest
corner of the project site, a further extension westward by the adjacent property owner (County of
Orange) would be possible. Implementation of this section of trail is consistent with the City of Orange
proposed Recreational Trail, as illustrated in Figure 5.15-2,Existing and Proposed Trails.
The proposed project implements a multi-purpose recreational trail extending into the project site
alongside the proposed main entry roadway, and shall provide a connection between East Santiago
Canyon Road and the proposed multi-use recreational trail along the south bank of Santiago Creek. PDF-
TRA 1 shall provide a connection for surrounding communities and the Mara Bradman horse arena to the
main entry trail system. A 10-foot wide recreation trail tread of decomposed granite on one side of the
street, separated from the back of the main entry roadway sidewalk by a 6-foot wide planting area is
proposed, all within an 18' wide trail easement.
An off-site recreation trail exists north of Planning Area A adjacent to the south edge of East Mabury
Avenue. The City's General Plan shows this trail as wider than its current configuration. This widening
could occur on the project site or adjacent properties to the north. The proposed project would not
preclude the implementation of a wider trail. Additionally,this trail has an unauthorized connection from
the existing Mabury neighborhood crossing Santiago Creek to Santiago Oaks Regional Park to the east
and to the City to the west. This trail is illustrated on Figure 5.15-2, Existing and Proposed Trails. The
trail is an existing County riding and hiking trail, a proposed City Class I off street bicycle trail, and an
existing City recreational trail. The existing trail is located off-site. Future trail locations are general;
however, may be located on the project site including a potential connection across Santiago Creek. As
noted above the project applicant has offered Planning Area A to the City, County, Orange County
Transportation Authority (OCTA), or SOlc3 Non-Profit Organization. The proposed project would not
preclude the implementation of the future trails.
A Multi-Use Trail is proposed along the southern boundary of Planning Area A along the south bank of
Santiago Creek. The multi-use trail would be used by pedestrians, equestrians and bicyclists. The multi-
use trail would be a 20-foot wide tread comprised of a 10-foot paved area, 4-foot wide decomposed gravel
equestrian tread, and a 2-foot wide decomposed granite tread for joggers. This area would also be used
by Orange County Flood Control and Fire to access the Santiago Creek. The trail would include a border
on one side of a split-rail or pipe fence with access points at key locations along the perimeter of the
adjacent Planning Areas. At the far western edge of the project site, the Multi-Use Trail location would
allow for future linkage to Cannon Street and planned regional trail connectors to the west. The trail has
been designed to meet County of Orange Standard for a 20-foot right-of-way easement width from the
Regional Riding and Hiking Trails Design Guidelines. The trail has been designed to County standards,
Page 5.15-20 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.15 Recreation
as City Staff has informed the project applicant the City does not intend to take ownership of Planning
Area A, including the multi-use trail.
According to the 2010 City General Plan Circulation and Mobility Element, implementation of the
Santiago Creek Trail is considered a high priority. This trail is illustrated Figure 5.15-2, Existing and
Proposed Trails. The Santiago Creek Trail is paved between Tustin Street to the western City limit that
continues to Main Place Mall and the Discovery Science Center; however the 2010 General Plan does not
state if the trail section within the project site would be paved. The County of Orange proposes an Off-
Road paved Bikeway. In the approximate location of the planned County Off-Road Bikeway, the
proposed project provides far a paved multi-purpose trail. The existing trail to the northeast of.the project
site within the Santiago Oaks Regional Park is presently not paved. Less than significant impacts are
anticipated as the proposed trail will be developed in accordance with County Standards.
Class II bike lanes exist on northbound and southbound Cannon Street as well as eastbound and
westbound East Santiago Canyon Road adjacent to the project site. The proposed project does not
propose any improvements to Cannon Street. Additionally, the proposed project would not change the
eastbound bike lane on East Santiago Canyon Road. The proposed project would provide additional
right-of-way along East Santiago Canyon Road adjacent to the project site. The proposed project would
provide for a Class II bike lane within right-of-way for westbound East Santiago Canyon Road as
depicted on Figure 3-4, Tentative Tract Map .
As indicated above, in PDF REC-1 and PDF REC-5 through PDF REC-7,the proposed project allows for
the implementation of all project trails per the Specific Plan. No impact is anticipated as the proposed
multi-purpose recreational trail adjacent to Santiago Creek will be developed in accordance with County
Standards. PDF REC-6 through PDF REC-8 reduce this potential impact to a less than significant level
by the provision of 1.62 miles of on-site regional and multi-purpose trails. Therefore, based on the
information presented above, the impacts on trails would be anticipated to have a less than significant
impact and no mitigation measures would be required.
5.15.6 Evaluation Summary
Table 5.15-5, Evaluation Summary Table — Recreational Resources, summarizes potentially significant
project impacts from this Draft EIR.
Table 5.15-5: Evaluation Summary Table— Recreational Resources
Threshold Potential Impact Mitigation Measure Level of Significance
Neighborhood or Regional
Parks/Other Recreational Less than significant None required Less than significant
Facilities
Construction or Expansion of Less than significant None required Less than significant
Recreational Facilities
City of Orange-Draft EIR—May 2013 Page 5.15-21
Rio Santiago Project SCH No. 2009051072
5.16 Transportation and Traffic
5.16.1 Introduction
Purpose
The purpose of this section is to identify the existing setting regarding transportation/traffic and potential
effects from project implementation on these resources. This section also identifies mitigation measures
to reduce any potentially significant transportation and traffic impacts and describes the residual impact,
if any, after imposition of the mitigation.
Sources
The following source was used in consideration and discussion of the potential environmental impacts:
• Tra�c ImpactAnalysis Rio Santiago, prepared by Vista Environmental, dated January 7, 2013, as
provided in Technical Appendix N, Tra�c Impact Analysis,to this Draft EIR.
• Comments received during the public review period and at the scoping meetings. These
comments are contained in Appendix A,Public Participation Process.
5.16.2 Existing Environmental Setting
Roadways
The Costa Mesa Freeway (SR 55), SR 241 toll road, and SR 261 toll road would provide major regional
access to the project site. Local access to the site would be provided via Santiago Canyon Road, Villa
Park Road-Katella Avenue, and Cannon Street. The roadways in the vicinity of the project site are
described below.
Costa Mesa Freeway— State Route 55
The Costa Mesa Freeway (SR 55) provides north-south freeway access between SR 91 at the Orange and
Riverside County Lines to the coast at Newport Beach, through Costa Mesa. SR 55 is located
approximately 2.5 miles west of project site with freeway access via ramps at the SR 55/Katella Avenue
interchange. The SR 55, in the vicinity of the Katella Avenue interchange has four mixed-flow travel
lanes, one carpool lane, and one auxiliary lane in each direction. The adjacent interchange to the north is
the SR 55/Lincoln Avenue—Nohl Ranch Road interchange which is approximately 1.7 miles to the north
of the Katella Avenue interchange. The adjacent interchange to the south is the SR 55/Chapman Avenue
interchange which is approximately 1.5 miles to the south.
Eastern Transportation Corridor(Toll Roads)— State Route 241 and State Route 261
The SR 241 toll road provides northwest-southeast toll freeway access between SR 91 at the Orange and
Riverside County Lines to the South Orange County area of Irvine, Lake Forest, and Mission Viejo. SR
241 is located approximately 3.7 miles southeast of project site with freeway access via ramps at the SR
241-261/Santiago Canyon Road interchange. The SR 241 toll road, in the vicinity of the Santiago
Canyon Road interchange has three mixed-flow(toll)travel lanes in each direction.
City of Orange-Draft EIR—May 2013 Page 5.16-1
Rio Santiago Project SCH No. 2009051072
5.16 Transportation and Traffic
The SR 261 toll road provides north-south toll freeway access between its junction at the SR
241/Santiago Canyon Road interchange to its terminus with Jamboree Road in Irvine at Interstate 5 (I-5).
SR 261 is also located approximately 3.7 miles southeast of project site with freeway access via ramps at
the SR 241-261/Santiago Canyon Road interchange. The SR 261 toll road, in the vicinity of the Santiago
Canyon Road interchange has two mixed-flow (toll) travel lanes in the southbound direction, and three
mixed-flow(toll)travel lanes in the northbound direction.
Santiago Canyon Road
In the project vicinity, East Santiago Canyon Road provides local access to the west where it becomes
Villa Park Road, then Katella Avenue, through the Cities of Orange, Villa Park, and Anaheim. To the
east, East Santiago Canyon Road provides access to the SR 241 and 261 toll roads that provide access to
South Orange County, and the Cities of Tustin and Irvine. Within the study area, it is a four-lane divided
road with a painted median. Parking is prohibited on both sides of the street, and the posted speed limit is
50 mph. In general, primarily single-family residential subdivisions line both sides of the street with
majar access points at signalized intersections. In the City's General Plan, Santiago Canyon Road would
ultimately be constructed as a six-lane divided Major Arterial.
Cannon Street
Cannon Street is a north-south Primary Arterial that is configured with four travel lanes. To the north
Cannon Street becomes the Imperial Highway(State Route 90—SR 90)and provides access to SR 91 and
Northern Orange County. To south, Cannon Street becomes Crawford Canyon Road at its intersection
with Chapman Avenue. In general, primarily single-family residential subdivisions line both sides of the
street with major access points at signalized intersections. Parking is generally prohibited on both sides
of the roadway and the posted speed limit is 45 MPH. In the City's General Plan, Cannon Street would
ultimately be constructed as a six-lane divided Major Arterial north of Santiago Canyon Road. South of
East Santiago Canyon Road, Cannon Street would remain a four-lane divided roadway.
Villa Park Road
Villa Park Road is an extension of Santiago Canyon Road to the east at its intersection with Cannon
Street, and Katella Avenue to the west at its intersection with Wanda Road. Villa Park Road is an east-
west roadway that is configured with four travel lanes and a raised median. In general, primarily single-
family residential subdivisions line both sides of the street with major access points at signalized
intersections. Parking is generally prohibited on both sides of the roadway and the posted speed limit is
45 MPH. In the City of Villa Park's General Plan, Villa Park Road would remain as a four-lane divided
roadway, while Katella Avenue and Santiago Canyon Road, on either end of the roadway would be built
to their ultimate six-lane divided roadway designation.
Kate//a Avenue
Katella Avenue is an extension of Villa Park Road to the east at its intersection with Wanda Road.
Katella Avenue is an east-west roadway that is configured with three to four travel lanes and a raised
Page 5.16-2 City of Orange-Draft E/R—May 2013
SCH No. 2009051072 Rio Santiago Project
5.16 Transportation and Traffic
median, east of SR 55. West of SR 55, Katella Avenue is a six-lane divided roadway. In general, single-
family residential subdivisions line both sides of the street with major access points at signalized
" intersections east of SR 55. West of SR 55, land uses along Katella Avenue are primarily retail-
commercial on both sides of the road. Parking is generally prohibited on both sides of the roadway and
the posted speed limit is 40 MPH. In the City's General Plan, Katella Avenue would ultimately be
constructed as a six-lane divided Major Arterial to its city limits. In the County's Master Plan of Arterial
Highways (MPAH), Katella Avenue is designated as a "Smart Street 6 Lane" from the SR 55 to the
western City limits.
Intersection Geometrics and Traffic Volumes
Figure 5.16-1, Existing Tra�c Controls and Intersection Geometrics illustrates the existing traffic
controls and lane geometrics at the study area intersections (as defined in Appendix N, Traffic Impact
Analysis, Figure 1 and the intersections are listed on Table 5.16-1, Existing Condition Intersection Level
of Service Summary). Figure 5.16-2,Existing AMand PMPeak Hour Tra�c Volumes shows the existing
a.m. and p.m. peak hour traffic volumes at the study intersections. The peak hour traffic volumes were
collected in late-October/early-November 2010. The four study area intersections along Wanda Road —
Santiago Road, north of Katella Avenue —Villa Park Road, were collected in late-March 2011. The raw
traffic volume count sheets are provided in Appendix N, Traffic Impact Analysis, within Appendix B to
this Draft EIR.
Levels of Service
The existing a.m. and p.m. peak hour traffic volumes were input into the TRAFFIX Level of Service
(LOS) software to determine the existing intersection ICU (Intersection Capacity Utilization) values for
intersections within the City's jurisdiction, and the control delay, in seconds, for California Department of
Transportation (Caltrans)ramp intersections within the study area. Roadway segment volume-to-capacity
(V/C) ratios were determined per the City's methodology, and freeway mainline segment LOS was
determined using the Highway Capacity Manual (HCM) methodology using the Highway Capacity
Software(HCS).
Intersections
Table 5.16-1, Existing Condition Intersection Level of Service Summary presents the results of the
existing intersection LOS analysis, while the LOS calculation sheets are provided in Appendix N, Traffrc
Impact Analysis, within Appendix C to this Draft EIR. Based on the existing LOS analysis, the following
intersections are currently operating with unsatisfactory LOS (LOS E or F)during one or both peak hours:
• Cannon StreetlSerrano Avenue (LOS E in p.m. peak hour),
• Cannon Street/Taft Avenue(LOS E in a.m. peak hour), and
All other intersections are currently operating at LOS D or better in one or both peak hours.
City of Orange-Draft EIR—May 2013 Page 5.16-3
Rio Santiago Project SCH No. 2009051072
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5.16 Transportation and Traffic
Table 5.16-1: Existing Condition Intersection Level of Service Summary
AM Peak Hour PM Peak Hour
ICU or ICU or
Intersection Control Delay LOS Delay LOS
1. Tustin Street/Katella Avenue signal 0.645 B 0.848 D
2. SR 55 southbound ramps/Katella Avenue signal 34.6 sec C 25.5 sec C
3. SR 55 northbound ramps/Katella Avenue signal 18.4 sec B 23.0 sec C
4. Handy StreedKatella Avenue signal OJ13 C 0.686 B
5. Wanda Road-Santiago Boulevard/Meats Avenue signal 0.812 D 0.609 B
6. Wanda Road-Santiago Boulevard/Taft Avenue signal 0.651 B 0.532 A
7. Wanda Road/Santiago Boulevard signal 0.501 A 0.425 A
8. Wanda Rd-Santiago Blvd/Katella -Villa Park Rd signal 0.813 D 0.793 C
9. Center Drive/Villa Park Road signal 0.581 A 0.465 A
10. Lemon StreetNilla Park Road signal 0.459 A 0.439 A
11. Hewes StreeWilla Park Road signal 0.717 C 0.608 B
12.Cannon Street/Serrano Avenue signal 0.810 D 0.914 E
13. Cannon Street/Taft Avenue signal 0.914 E 0.809 D
14. Cannon Street/Santiago Canyon Road signal 0.794 C 0.655 B
15. Orange Park Boulevard/Santiago Canyon Road signal 0.859 D 0.711 C
16. Meads Avenue/Santiago Canyon Road signal 0.700 B 0.694 B
17.Newport Boulevard/Santiago Canyon Road signal 0.811 D OJ 18 C
18.Newport Boulevard/Chapman Avenue signal 0.407 A 0.441 A
19.Jamboree Rd/Chapman Ave-Santiago Canyon signal 0.622 B 0.702 C
20.Jamboree Road/Santiago Canyon Road signal 0.453 A 0.826 D
21. SR 241-261 southbound ramps/Santiago Canyon Rd signal 12.6ec B 4.4 sec A
22. SR 241 northbound ramps/Santiago Canyon Road signal 5.1 sec A 18.9 sec B
23.Access to Recreational Uses/Santiago Canyon Rd signal proposed proposed
24.Access to Residential Uses/Santiago Canyon Road signal proposed proposed
ICU based on Intersection Capacity Utilization analysis methodology;Delay based on Highway Capacity Manual(HCM)methodology.
XXX-Intersection operates with unsatisfactory LOS.
Source: Appendix N, Tra�c Impact Analysis.
Page 5.16-6 City of Orange-Draft EIR-May 2013
SCH No. 2009051072 Rio Santiago Project
5.16 Transportation and Traffic
Roadway Segments
Table 5.16-2,Existing Roadway Segment Levels of Service presents the existing roadway segment level of
service (LOS) summary. Per the City's criteria, the minimum satisfactory level of service for a roadway
segment is LOS D.
Based on the analysis, the following roadway segment is currently operating below the City's LOS D
standard:
• Katella Avenue, Handy Street to Santiago Boulevard(LOS E)
All other study area roadway segments are currently operating with satisfactory LOS at LOS D or better
during an average day.
Freeway Mainline Segments
Table 5.16-3, Existing Freeway Segment Level of Service Summary presents the existing freeway level of
service summary. According to Caltrans criteria, any segment operating below LOS D (LOS E or F) is
considered deficient.
According to the table,the following segment is operating with unsatisfactory LOS:
• SR 55 northbound between Chapman Avenue and Katella Avenue (LOS E in the p.m. peak hour),
and
• All other mainline segments are operating with satisfactory LOS in one or both peak hours.
Table 5.16-2: Existing Freeway Segment Level of Service Summary
Freeway From To Density' LOS
Northbound AM
SR 55 Cha man Avenue Katella Avenue 22.3 c/ln/mi C
Katella Avenue Nohl Ranch Road 20.4 pc/In/mi C
Southbound AM
SR 55 Chapman Avenue Katella Avenue 313 pc/ln/mi D
Katella Avenue Nohl Ranch Road 27.6 c/ln/mi D
Northbound PM
SR 55 Chapman Avenue Katella Avenue 39.3 c/ln/mi E
Katella Avenue Nohl Ranch Road 33.1 pc/]n/mi D
Southbound PM
SR 55 Chapman Avenue Katella Avenue 24.7 pc/ln/mi C
Katella Avenue Nohl Ranch Road 22.4 c/ln/mi C
LOS based on HCM methodology, analyzed in the Highway Capacity Software(HCS).
XXX—Mainline segment operates with unsatisfactory LOS.
�—Density is resented in"passen er cars per lane per mile".
Source: Appendix N, Tra�c Impact Analysis.
City of Orange-Draft EIR—May 2013 Page 5.16-7
Rio Santiago Project SCH No. 2009051072
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5.16 Transportation and Traffic
Transit Service
While there are no transit services available in the immediate project vicinity, the Orange County
Transportation Autharity(OCTA) operates two bus routes with stops approximately two miles to the west
and to the southeast of the project site. Descriptions of these transit services are provided below:
OCTA Bus Route 54
This route is approximately two miles southeast of the project site. This route is known as the Garden
Grove to Orange route via Chapman Avenue. This route starts at the intersection of Valley View
StreetlChapman Avenue in Stanton, and travels east Garden Grove and Orange, with stops at The Block
at Orange, UCI Medical Center, and the Orange Transportation Center (Metrolink/Amtrak station), then
ends at Santiago Canyon College. On Mondays through Fridays, this route starts at 4:43 a.m. and ends at
11:27 p.m. On Saturdays, this route starts at 5:56 a.m. and ends at 9:51 p.m. On Sundays and holidays,
this route starts at 7:05 a.m. and ends at 9:05 p.m.
OCTA Bus Route 167
This route is approximately two miles west of the project site. This route is known as the Anaheim to
Irvine route via Tustin Avenue, Hewes Street, and Bryan Avenue. This route starts at the Lincoln Park-
and-Ride, near the Village of Orange shopping center, and travels southeast through Villa Park, Orange,
Tustin, and Irvine, and then ends at Irvine Valley College. On Mondays through Fridays, this route starts
at 5:26 a.m. and ends at 8:46 p.m. On weekends and holidays, this route starts at 9:00 a.m. and ends at -
6:53 p.m.
Pedestrian, Bicycle, and Equestrian Facilities
There are no existing pedestrian,bicycle, or equestrian facilities on the project site. Adjacent facilities are
described below. There are three basic categories of pedestrian and bicycle facilities as defined by
Caltrans. Class 1 bike paths involve designs which are completely separated from traffic lanes. Class 2
paths are on-street paths that are located along the edge of a street with a striped lane denoting this bike
path. Class 3 paths also are located along a street edge, but are not striped. These paths are identified by
street signs only. Please refer to Section 5.15, Recreation for additional details related to pedestrian,
bicycle, and equestrian facilities in the vicinity of the proposed project.
Pedestrian Facilities
There are continuous sidewalks along East Santiago Canyon Road on the south side of the roadway where
there are existing residential developments, from Cannon Street to the proposed project's residential
access intersection. West of the project site, there is a continuous sidewalk on the south side of East
Santiago Canyon Road along the property of the Salem Lutheran Church to the intersection at Orange
Park Boulevard. There are no sidewalks on the north side of East Santiago Canyon Road, along the
proposed project's southern boundary. There are curb and gutter along the north side of the roadway with
a dirt walking path.
City of Orange-Draft EIR—May 2013 Page 5.16-9
Rio Santiago Project SCH No. 2009051072
5.16 Transportation and Traffic
Bicycle Facilities
There are Class 2 bike lanes on both sides of the street on East Santiago Canyon Road and Cannon Street
in the project vicinity. Existing and proposed bicycle facilities on and in the vicinity of the project site are
described in detail in Section 5.14,Recreation.
Equestrian Facilities
The Mara Bradman Arena is located across East Santiago Canyon Road from the project site. There is an
equestrian trail on the south side of East Santiago Canyon Road from the Mara Bradman Arena across the
street from the project site, that travel east to an existing north-south equestrian trail on Orange Park
Boulevard. Existing and proposed equestrian facilities on and in the vicinity of the project site are
described in detail in Section 5.14,Recreation.
5.16.3 Regulatory Setting
State Regulations
The performance standard for all State highway facilities established by the California Department of
Transportation (Caltrans) is the transition between LOS C and D. If a State highway facility operates
below the transition between LOS C and D,the Caltrans threshold is to maintain the lower LOS.
Regional Regulations
Congestion Management Program
The Orange County Congestion Management Program (CMP), administered by Orange County
Transportation Authority (OCTA), is a requirement of the Proposition 111 Gas Tax Increase passed in
1990. The CMP requires that designated intersections throughout the County be maintained at a specified
level of service (LOS). Guidelines with respect to CMP traffic studies require that the potential impacts
at CMP intersections be analyzed for any significant land use proposals.
Per review of the 2009 Orange County Congestion Management Program (CMP), the nearest CMP
facilities in the project vicinity are SR 55, its ramps at SR 55/Katella Avenue, and the SR 261/241 toll
road. Per review of Appendix B-1 of the CMP, Meeting CMP Tra�c Impact Analysis Requirements, a
CMP traffic analysis is required for CMP segments where the proposed project would add 120 peak hour
trips, or three percent of the level of impact of a generalized capacity of 40,000 vehicles per day. For
intersections, a three percent level of impact applied to the sum of critical volume (1,700 vehicles per
hour)would be 51 vehicles per hour.
Based on the project trip assignment, the proposed project would not add more 120 peak hour trips to
segments of SR 55, SR 241, and SR 261. Therefore, a CMP-level analysis would not be required on
those mainline segments. Far intersections, the proposed project would add more than 51 peak hour trips
to the intersections of SR 55 southbound rampslKatella Avenue and SR 55 northbound ramps/Katella
Avenue. The proposed project would add less than 51 peak hour trips to the intersections of SR 241
Page 5.16-10 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.16 Transportation and Traffic
northbound and southbound ramps/Santiago Canyon Road, and SR 261 southbound ramps/Santiago
Canyon Road.
Growth Management Plan
The Orange County Measure M Growth Management Plan (GMP) was developed to assess and mitigate
the impacts of local land use decisions on the County's transportation system. Central to the program is
the requirement that each jurisdiction in the County adopt a Growth Management Element of its General
Plan to be applied in the development review process in arder to receive transportation revenues
generated from the Measure M half-cent sales (1/2 ¢)tax increase. The GMP includes specific guidelines
for traffic impact studies, establishing LOS thresholds and requirements for mitigation, and the
information contained in this report satisfies the requirements of those guidelines.
Local Regulations
City of Orange Genera/Plan
The purpose of the City's General Plan Circulation Element is "to provide far a safe, convenient, and
efficient circulation system for the City." The General Plan Policies applicable to the proposed project
are provided in Section 5.9,Land Use and Planning.
City of Orange Transportation Systems Improvement Program
Pursuant to Chapter 15.41 of the Municipal Code and California Government Code section 66000 et seq,
the City has established the Transportation Systems Improvement Program ("TSIP") for imposition of
development impact fees to ensure the construction of transportation facilities and expansion of services
and other infrastructure to meet and accommodate new residential development projects. The City TSIP
imposes fees to finance transportation facilities required by new development in arder to avoid adversely
impacting existing transportation facilities. Compliance with the TSIP in accordance with all provision of
Municipal Code Chapter 15.41 ensures construction of TSIP facilities to mitigate impacts to
transportation facilities.
Methodology of Analysis
A traffic study area for the proposed project was developed based on the requirements of the City of
Orange (City) Traffic Impact Analysis (TIA) guidelines. The Technical Appendix N, Tra�c Impact
Analysis, to this Draft EIR provides both a short-range and long-range impact analysis of the proposed
project. The short-range analysis addresses conditions shortly after proposed project completion and
identifies project impacts related to additional traffic on the surrounding street system in this time frame
(estimated at 2017). The long-range time frame analyzes the project in a General Plan context(estimated
at 2030). Traffic analysis scenarios presented in Technical Appendix N, Tra�c Impact Analysis, to this
Draft EIR. The methodology of traffic impact analysis is described below for intersections, roadway
segments, and freeway mainline segments.
City of Orange-Draft EIR—May 2013 Page 5.16-11
Rio Santiago Project SCH No. 2009051072
5.16 Transportation and Traffic
Intersections
The study area intersections under City jurisdiction were analyzed using the Intersection Capacity
Utilization (ICU) methodology for signalized intersections, or the Highway Capacity Manual (HCM)
"Operations" methodology for unsignalized intersections. Caltrans intersections were analyzed using the
HCM methodology per Caltrans requirements.
The signalized study intersections within the City were analyzed for weekday a.m. and p.m. peak hour
levels of service (LOS) using the ICU methodology. The ICU method determines the volume-to-capacity
(V/C) ratio on a critical lane basis and determines. LOS associated with each critical V/C ratio at the
signalized intersection. The Caltrans ramp intersections were analyzed using the HCM methodology.
The HCM method determines the average control delay a driver may experience at the intersection.
The degree of congestion at an intersection is described by the LOS, which ranges from LOS A to LOS F,
with LOS A representing free-flow conditions with little delay and LOS F representing over-saturated
traffic flow throughout the peak hour. A complete description of the meaning of level of service can be
found in the Highway Research Board Special Report 209, Highway Capacity Manual (HCM 2000).
Brief descriptions of the six levels of service for signalized intersections (ICU methodology) and for
Caltrans intersections (HCM methodology) are shown in Table 5.16-4, Level of Service Definitions.
Table 5.16-5,Level of Service Descriptions below provides detailed descriptions of each LOS.
Table 5.16-4: Level of Service Definitions
V/C Ratio or ICU Control Delay in Seconds Control Delay in Seconds
Level of Service (signalized) (signalized) (unsignalized)
A 0.00-0.60 0.0-10.0 seconds 0.0- 10.0 seconds
B 0.61-0.70 10.1 -20.0 seconds 10.1 - 15.0 seconds
C 0.71 -0.80 20.1 -35.0 seconds 15.1 -25.0 seconds
D 0.81 -0.90 35.1 -55.0 seconds 25.1 -35.0 seconds
E 0.91 - 1.00 55.1 -80.0 seconds 35.1 -50.0 seconds
F 1.01 or greater 80.1 seconds or greater 50.1 seconds or greater
Source: Appendix N, Tra�c Impact Analysis.
Page 5.16-12 City of Orange-Draft EIR-May 2013
SCH No. 2009051072 Rio Santiago Project
5.16 Transportation and Traffic
Table 5.16-5: Level of Service Descriptions
LOS Description
A No approach phase is fully utilized by traffic, and no vehicle waits longer than
one red indication. Typically,the approach appears quite open,turns are made
easily, and nearly all drivers find freedom of operation.
B This service level represents stable operation,where an occasional approach
phase is fully utilized and a substantial number are nearing full use. Many
drivers begin to feel restricted within platoons of vehicles.
C This level still represents stable operating conditions. Occasionally drivers may
have to wait through more than one red signal indication, and backups may
develop behind turning vehicles. Most drivers feel somewhat restricted, but not
objectionably so.
D This level encompasses a zone of increasing restriction approaching instability
at the intersection. Delays to approaching vehicles may be substantial during
short peaks within the peak period; however, enough cycles with lower demand
occur to permit periodic clearance of developing queues,thus preventing
excessive backups. °
E Capacity occurs at the upper end of this service level. It represents the most
vehicles that any particular intersection approach can accommodate. Full
utilization of every signal cycle is seldom attained no matter how great the
demand.
F This level describes forced flow operations at low speeds, where volumes
exceed capacity. These conditions usually result from queues of vehicles
backing up from a restriction downstream. Speeds are reduced substantially,
and stoppages may occur for short or long periods of time due to the congestion.
In the extreme case, both speed and volume can drop to zero.
Source: Highway Capacity Manual, Transportation Research Board, Special Report No. 209, Washington, D.C., 2000.
City of Orange-Draft EIR—May 2013 Page 5.16-13
Rio Santiago Project SCH No. 2009051072
5.16 Transportation and Traffic
Roadway Segments
A total of 28 study area roadway segments were analyzed using the volume-to-capacity (V/C) method
based on the following average daily traffic (ADT)capacities:
• Six-Lane Divided Highway 56,300 ADT
• Five-Lane Divided Highway 46,000 ADT
• Four-Lane Divided Highway 37,500 ADT
• Four-Lane Undivided Highway 24,000 ADT
• Three-Lane Divided Highway 28,100 ADT
• Two-Lane Undivided Highway 12,000 ADT
The proposed project would cause a significant impact if it causes a roadway segment to have a capacity
from LOS D or better,to LOS E or F with addition of project traffic; or, if the project adds 0.010 V/C to a
roadway segment that is operating at LOS E or F in the baseline condition. The City's satisfactory LOS
standard for roadway segments is LOS D, or daily V/C to not exceed 0.90 V/C.
The City of Villa Park and the Orange County Transportation Autharity (OCTA) have recently
downgraded the Master Plan of Arterial Highways (MPAH) for Villa Park Road, within the City of Villa
Park limits, from its ultimate configuration of six-lane divided road to a four-lane divided road (its
existing configuration).
Of the 28 study area roadway segments, average daily traffic volumes for 24 segments were provided by
the City through their traffic count program and/or other recent traffic studies conducted in the area. The
four segments adjacent to the project site on East Santiago Canyon Road and Cannon Street were counted
at the same time as the study area intersection counts, in late October/early November 2010.
Freeway Mainline Segment Analysis
In accordance with Caltrans NOP comments, the SR 55 Freeway northbound and southbound mainline
segments, north and south of Katella Avenue, were analyzed for delay and LOS using the 2000 HCM
methodology for basic freeway segments. The Highway Capaciry Software (HCS) program was used to
perform these calculations. The free flow speed was calculated based on interchange spacing and number
of lanes. The default peak hour factor of 0.92 was assumed since no data was available.
Existing (2009) Annual Average Daily Traffic (AADT) volumes were obtained from the Caltrans Tra�c
and Vehicle Data Systems Unit webpage. The "K" and "D" factors used to get the peak hour directional
volumes were obtained from the Peak Hour Volume Data Report on the Caltrans Traffic Data Branch
website. The truck percentages were also obtained from the Caltrans Traffic Data Branch website.
Future traffic volume forecasts were post-processed in accordance to the Orange Transportation Analysis
Model (OTAM) modeling procedures. The number of lanes for each freeway segment in the future was
based on the number of lanes for that segment in OTAM, which is based on the Orange County
Transportation Analysis Model(OCTAM).
Page 5.16-14 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.16 Transportation and Traffic
5.16.4 Significance Thresholds
.�.
The following thresholds of significance have been established for the evaluation of the proposed
project's potential traffic and transportation impacts consistent with Appendix G of the State CEQA
Guidelines:
Threshold TRA-A Would the project conflict with an applicable plan, ordinance or policy
establishing measures of effectiveness for the performance of the circulation
system,taking into account all modes of transportation including mass transit and
non-motorized travel and relevant components of the circulation system,
including but not limited to intersections, streets, highways and freeways,
pedestrian and bicycle paths, and mass transit?
Threshold TRA-B Would the project conflict with an applicable congestion management program,
including, but not limited to level of service standards and travel demand
measures, or other standards established by the county congestion management
agency for designated roads or highways?
Threshold TRA-C Would the project result in a change in air traffic patterns, including either an
increase in traffic levels or a change in location that results in substantial safety
risks?
Threshold TRA-D Would the project substantially increase hazards due to a design feature (e. g.,
sharp curves ar dangerous intersections) or incompatible uses (e.g., farm
equipment)?
Threshold TRA-E Would the project result in inadequate emergency access?
Threshold TRA-F Would the project conflict with adopted policies, plans, or programs regarding
public transit, bicycle, ar pedestrian facilities, or otherwise decrease the
performance or safety of such facilities?
5.16.5 Evaluation of Potential Project Impacts
This section will evaluate whether the proposed project would potentially have a substantial adverse
effect on transportation and traffic. This evaluation assumes that the project will be implemented
consistent with the Project Description, including all Project Design Features(PDF's)
Project Design Features
All Project Design Features (PDF's) associated with recreation are noted below in Table 5.16-6, Project
Design Features & Transportation and Tra�c Impact Comparison. The table identifies the PDF's related
to each CEQA threshold. The checkmark indicates that the PDF reduces, eliminates, and/or avoids
impacts associated with the related threshold. Refer to the threshold analysis for specific details. �� �
City of Orange-Draft EIR—May 2013 Page 5.16-15
Rio Santiago Project SCH No. 2009051072
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5.16 Transportation and Traffic
Traffic Increase
Threshold TRA-A: Would the project conflict with an applicable plan, ordinance or policy establishing
. measures of effectiveness for the performance of the circulation system,taking into
account all modes of transportation including mass transit and non-motorized
travel and relevant components of the circulation system, including but not limited
to intersections, streets, highways and freeways, pedestrian and bicycle paths, and
mass transit?
[CEQA Transportation/Traffic Threshold 16(a)]
The proposed project is located north of East Santiago Canyon Road between Cannon Street and Orange
Park Boulevard. Vehicular access to the project site from East Santiago Canyon Road would occur at two
locations. Primary access would be via a signalized intersection at Nicky Way. Nicky Way is an
unsignalized three-way intersection providing access to a residential area south of East Santiago Canyon
Road. Secondary access points as defined by the Specific Plan would be located east and west of this
location. PDF TRA-1, TRA-2, TRA-3, TRA-5, TRA-6, LUP-1, REG1, REC-6 and REC-7 implement the
proposed project design features to reduce or eliminate potential traffic increase impacts.
The proposed project will dedicate the right-of-way to Santiago Canyon Road. The proposed project will
not provide vehicle access to Cannon Street or to Mabury Avenue. The proposed project will dedicate
right-of-way to Cannon Street. The proposed project will direct all access to signalized intersections with
East Santiago Canyon Road. The proposed project will provide two signalized primary vehicle access
points to East Santiago Canyon road from the project site. The proposed project will provide two
emergency vehicle access points to East Santiago Canyon Road from Planning Area C & D. The
proposed project established private streets to meet City Standards. The proposed project will establish
parking standards to meet the needs of all uses on the project site. The proposed project will establish an
internal pedestrian system that will include both on-street sidewalks and off-street paths. On-site vehicular
connectivity will be provided between Planning Areas C and D to allow easier access to the signalized
intersection/primary access point.
The proposed project will provide for Santiago Creek to be maintained from the multi-purpose trail
system by the ultimate owner of Planning Area A. The proposed project will locate active recreational
facilities (i.e., baseball, basketball, soccer, etc.) away from potential conflicts with major roadways. The
proposed project will not include any facilities, structures, or programs that would affect air traffic
patterns. The proposed project will include review by City staff to assure that all City standards are met
related to circulation system design. The proposed project will provide bicycle, and pedestrian facilities
that meet or exceed all City standards. The proposed project will include a signalized trail crossing at the
main entrance to the project site on East Santiago Canyon Road. The signalized trail crossing will
provided connectivity for to/from recreational trails and the Mara Bradman Arena.
The proposed project will include recreational and open space opportunities within Planning Area A.
This will include multi-purpose recreational trails, Santiago Creek, and open space. The multi-purpose
recreational trails will be available upon completion of construction of the residential units within
Planning Areas C and D. The proposed project will include on-site regional and multi-purpose trails and
Page 5.16-18 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.16 Transportation and Traffic
neighborhood trails. These trails will provide connectivity between the project site and the adjacent
community and within the project site neighborhoods. The recreational trails will be available upon �`
completion of construction of the residential units within Planning Areas C and D. The proposed project
will include approximately 1.3 miles of on-site regional and multi-purpose trails. These trails will
provide connectivity between the project site and the adjacent community. The proposed on-site regional
trails will have the potential to be accessed from existing and proposed off-site public trails. The proposed
trail along Santiago Creek will implement a portion of the proposed City and County Master Plan of
Trails.
An off-site recreation trail exists north of Planning Area A adjacent to the south edge of East Mabury
Avenue. The City's General Plan shows this trail as wider than its current configuration. This widening
could occur on the project site or adjacent properties to the north. The proposed project would not
preclude the implementation of a wider trail. Additionally, this trail has an unauthorized connection from
the existing Mabury neighborhood crossing Santiago Creek to Santiago Oaks Regional Park to the east
and to the City to the west. The trail is an eXisting County riding and hiking trail, a proposed City Class I
off street bicycle trail, and an existing City recreational trail. The existing trail is located off-site. Future
trail locations are general; however, may be located on the project site including a potential connection
across Santiago Creek. The project applicant has offered Planning Area A to the City, County, Orange
County Transportation Authority (OCTA), or SOlc3 Non-Profit Organization. The proposed project
would not preclude the implementation of the future trails. A Multi-Use Trail is proposed along the
southern boundary of Planning Area A along the south bank of Santiago Creek. The multi-use trail would
be used by pedestrians, equestrians and bicyclists. The trail has been designed to meet County of Orange
Standard for a 20-foot right-of-way easement width from the Regional Riding and Hiking Trails Design
Guidelines. The trail has been designed to County standards, as City Staff has informed the project
applicant the City does not intend to take ownership of Planning Area A, including the multi-use trail.
Please refer to Section 5.15,Recreation for details regarding trails.
Trip Generation
Weekday daily, a.m. and p.m. peak hour trip generation estimates for the proposed project were
developed using trip rates provided in the Institute of Transportation Engineers(ITE) Trip Generation, g`"
Edition. Summaries of the trip generation rates and resulting vehicle trips for the proposed project are
presented in Table 5.16-7,Project Trip Generation Estimates.
According to the table, the proposed project would generate approximately 4,257 daily trips, 276 a.m.
peak hour trips (125 inbound and 151 outbound), and 369 p.m. peak hour trips (201 inbound and 168
outbound).
City of Orange-Draft EIR—May 2013 Page 5.16-19
Rio Santiago Project SCH No. 2009051072
5.16 Transportation and Traffic
Existing Use On-Site
Public and Private Access
There is no public access to the project site. The project site is fenced with a chain link fence on all sides
with the exception of a portion of the northeastern boundary with Santiago Regional Park and Santiago
Creek. A chain link fence is located approximately 100 feet to the northeast of the project site boundary.
Private controlled access to the project site occurs from East Santiago Canyon Road from two gated and
monitored entrances.
Materials Recycling
Approximately five acres in the southeastern portion of the project site are used as a materials recycling
area. This area includes apparatus for the crushing of boulders, bricks, rocks, etc. for recycling. The
materials recycling area additionally includes operations that provide for the cement treatment of base
materials. Material for this operation originates primarily from off-site sources. Access to the materials
recycling area is from a controlled entrance along East Santiago Canyon Road. Materials generated by
this operation have historically been used on and transported off the project site. The materials generated
by this operation at issuance of the NOP were being taken off-site. Materials recycling will continue on
the project site through the construction of the proposed project until Planning Area D is developed.
Backfilling Operation
To restore previously mined portions of the site (south of Santiago Creek), a portion of the project site is
presently being backfilled. The project site is presently being backfilled in sequentially defined phases.
The project site is being over excavated (i.e., removal of unsuitable materials) and filled in the present
backfill operation. The applicant has indicated that grading permit(s) will be requested from the City to
complete backfilling of all previously mined portions of the project site. The project site was used from
1919 to 1995 for surface mining of sand, gravel, and other aggregates. Previously mined portions of the
project site were used for residue silt deposition, otherwise known as silt ponds. The backfilling
operation addresses both mined and silt pond areas.
In March 2011, the City issued Grading Permit#2047 related to the backfill operation. Table 17.32.020,
Sand and Gravel District Use Regulations, of the Orange Municipal Code states that backfilling is a
permitted use (P) in the S-G (Sand and Gravel) District. Additionally, in accordance with Section 3.1,
Grading Permit Exceptions, of the City Grading Manuel backfilling is a permitted use. Grading is a
ministerial (not discretionary) action as defined by the CEQA Guidelines and the City of Orange Local
CEQA Guidelines(page 5—6).
The backfill operation will restore those portions of the project site within the limits of activity to the
elevations approved by Grading Permit #2047. Approved Grading Permit #2047 provides that 2,000
cubic yards of material will be cut in addition to the over excavation. A total of 223,000 cubic yards of
material will be imported to the site. The imported materials include concrete, asphalt, rock, and soil.
The imported materials will be crushed on-site. A total of 225,000 cubic yards of material, both cut and
fill, will be blended during this approved backfilling operation. In addition, grading permit(s) will be
Page 5.16-20 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.16 Transportation and Traffic
requested from the City to complete the backfilling of the previously mined portions of the project site.
Approximately 57 acres of the project site are included in the backfilling operation. � �
This approved, on-going backfill operation currently is separate and distinct from the proposed project.
However, most of this grading would have to occur to construct the proposed project. Therefore, as a
practical result, from the date of project approval the backfilling and grading will become project site
preparation activities.
The existing uses currently on the project site generate over 500 daily truck trips, plus employee trips.
Based on traffic counts collected at the site's driveways in late-October/early-November 2010,
approximately 591 daily vehicle trips (from both trucks and passenger cars), 63 a.m. peak hour vehicles
trips (34 inbound and 29 outbound), and four p.m. peak hour trips (four inbound and zero outbound)were
generated from the site.
Based on data provided by the project applicant, approximately 29 percent of the existing site traffic is
related to minerals recycling activities on the project site. The remaining 71 percent of site traffic is
related to the backfill operations on the project site. This includes both truck and passenger-car
(employees)trips generated from the project.
Trip Distribution and Assignment
Regional and local trip distribution percentages for the proposed project were based on Select Zone model
runs in Orange Transportation Analysis Model (OTAM) of the project's Traffic Analysis Zones (OTAM
TAZs 241 and 242) with the proposed project's land uses included. Figure 5.16-3, Project Trip
Distribution illustrates the trip distribution percentages for the proposed project based on OTAM Select
Zone model runs.
The trip distribution percentages at each intersection were applied to the proposed project's weekday a.m.
and p.m. peak hour trip generation estimates to calculate the project trip assignment(i.e., turn movement
volumes that the project would generate at each study area intersection). The resulting weekday a.m. and
p.m. peak hour trip assignments are shown on Figure 5.16-4, Project Trip Assignment. In addition,
Figure 5.16-5, Existing Site Trips shows the traffic currently being generated from the site that would be
removed with the development of the proposed project.
Existing plus Project
Traffic generated by the proposed project was added to the Existing(2010-2011) scenario and the project
impacts on the circulation system were analyzed. This scenario would determine project-specific impacts
and mitigation measures (if required)with project traffic added to existing traffic volumes.
City of Orange-Draft EIR—May 2013 Page 5.16-21
Rio Santiago Project SCH No. 2009051072
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5.16 Transportation and Traffic
Traffic Volumes
The proposed project trip assignment and removal of existing site trips illustrated in Figure 5.16-4,
Project Trip Assignment and Figure 5.16-5, Existing Site Trips, respectively, were added to the existing
traffic volumes in Figure 5.16-2, Existing AM and PM Peak Hour Traffic Volumes which resulted in the
Existing plus Project traffic volumes. Figure 5.16-6,Existing plus Project AMand PMPeak Hour Traffic
Volumes illustrates the Existing plus Project a.m. and p.m. peak hour traffic volumes.
Levels of Service
The Existing plus Project a.m. and p.m. peak hour traffic volumes were input into the TRAFFIX LOS
software to determine the intersection ICU values for intersections within the City's jurisdiction, and the
control delay, in seconds, for Caltrans ramp intersections within the study area. In addition, roadway
segment V/C ratios were determined per the CiTy's methodology, and freeway mainline segment LOS
was determined using the HCM methodology using the HCS software.
Intersections
Table 5.16-8, Existing plus Project Intersection Levels of Service presents the results of the Existing plus
Project intersection LOS analysis. Based on the Existing plus Project LOS analysis, and the significance
criteria of the respective jurisdiction (City or Caltrans) for each intersection, the proposed project would
not create any significant impacts to the study area intersections in both peak hours.
The two intersections that are currently operating with unsatisfactory conditions: Cannon StreebSerrano
Avenue (LOS E in p.m. peak hour), and Cannon Street/Taft Avenue (LOS E in a.m. peak hour), would
not be significantly impacted by the proposed project since its ICU contribution is less than 0.010 ICU
(0.004 ICU and 0.005 ICU, respectively). Therefare a less than significant impact would occur and no
mitigation measures would be required.
Roadway Segments
Table 5.16-9, Existing plus Project Roadway Segment Levels of Service presents the Existing plus Project
roadway segment LOS analysis. Per the City's criteria, the project would have a significant impact if the
project causes a roadway segment operating at LOS D or better in the baseline condition, to operate at
LOS E or F with the addition of project traffic; or, if the proposed project adds 0.010 or more V/C to a
roadway segment that is already operating at LOS E or F in the baseline condition.
The roadway segment of Katella Avenue, Handy Street to Santiago Boulevard would be significantly
impacted by the proposed project (0.020 V/C increase at LOS F). This roadway segment will require
mitigation measures from the proposed project in order to bring back its V/C ratio back to a 0.01 V/C
increase at LOS F. Therefore, the following impact would have the potential to occur and mitigation is
proposed:
Impact TRA-1: The proposed project would have the potential to create significant traffic
impacts at the following roadway segment:
City of Orange-Draft EIR—May 2013 Page 5.16-27
Rio Santiago Project SCH No. 2009051072
5.16 Transportation and Traffic
• Katella Avenue, Handy Street to Santiago Boulevard (0.030 V/C
increase at LOS F).
MM TRA-1: Prior to obtaining a Certificate of Occupancy for any structure, the project
applicant shall pay their TSIP fee pursuant to Chapter 15.41 of the Municipal
Code.
MM TRA-2: Prior to the issuance of the first building permit, payment for the project's fair-
share will be submitted to the City. These funds will be held by the City until the
remaining funding for the,improvement becomes available. At that time, the
identified mitigation measure will be constructed. The City Public Works
Director in coordination with the Community Development Director, ar their
designees, shall be responsible for verification of compliance with this
requirement. Calculation sheets are provided in Appendix N, Traffic Impact
Analysis, within Appendix H.
Katella Avenue,Handy Street to Santiago Boulevard
• Prohibit on-street parking on either side of the street, and stripe a third
eastbound or westbound through lane.
• With implementation of this improvement, the roadway segment would
operate at LOS D with a V/C ratio of 0.827.
• The proposed project's fair-share percent is 100.0 percent. Fair-Share
Improvements shall include indirect and direct improvement costs
including engineering, right-of-way, and construction.
The proposed project will be required to pay the City's Transportation System Improvement Program
(TSIP) fee pursuant to Chapter 15.41 of the Municipal Code. Based on the data provided in Table 5.16-
10, TSIP FEE for Proposed Project, the proposed project would be required to pay an estimated total
TSIP fee of$373,572.00 (as of the date of this report). The City established the TSIP fees based upon the
costs generated through the need for new transportation facilities and other capital acquisition costs
required, incrementally, by new development within the City. The TSIP fees established under Chapter
15.41 of the Municipal Code are designed to not exceed the reasonable cost of providing transportation
facilities occasioned by new development projects within the City. The City has found that the TSIP fees
established shall bear a rational relationship to the reasonable cost of providing transportation facilities
occasioned by new development projects within the City. Further, the TSIP fees are consistent with the
goals and objectives of the City's General Plan and are designed to mitigate the impacts caused by new
development throughout the City. Finally, the City has found that the TSIP fees are necessary in order to
help finance the required transportation facilities and to insure that new development pays a fair of the
cost thereo£ The proposed project lies entirely within Area "C" of the TSIP. The proposed project
applicant would pay the project's fair-share of the circulation system improvements noted above.
Page 5.16-28 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.16 Transportation and Traffic
The City has adopted a Capital Improvement Program (CIP). The City's CIP provides for the financing
and construction of circulation system improvements within the City. While the improvements noted
" " above are consistent with the City's General Plan Circulation Element, they are not presently included
within the City's CIP. The City's CIP does not provide all circulation improvements planned to occur in
future years.
Therefore, with the implementation of PDF TRA-1, TRA-2, TRA-3, TRA-5, TRA-6, LUP-1, REC-1,
REC-6 and REC-7, and Mitigation Measures MM TRA - 1 and MM TRA-2, potential impacts to
roadway segments (Impact TRA-1) would be mitigated to a less than significant level. However, due to
the fact that these improvements are not presently included in the City's CIP and may not be constructed
when needed to mitigate the impact;this impact is considered significant and unavoidable.
Table 5.16-8: Existing plus Project Intersection Level of Service
AM Peak Hour PM Peak Hour
Intersection Control ICU or ICU or
Dela LOS Dela LOS
1. Tustin Street/Katella Avenue signal 0.645 B 0.848 D
2. SR 55 southbound ram s/Katella Avenue signal 34.6 sec C 25.5 sec C
3. SR 55 northbound ram s/Katella Avenue si nal 18.4 sec B 23.0 sec C
4. Handy Street/Katella Avenue signal 0.713 C 0.686 B
5. Wanda Road-Santiago Boulevard/Meats Avenue signal 0.812 D 0.609 B
6. Wanda Road-Santia o Boulevard/Taft Avenue si nal 0.651 B 0.532 A
7. Wanda Road/Santiago Boulevard signal 0.501 A 0.425 A
8. Wanda Rd-Santiago Blvd/Katella -Villa Park Rd signal 0.813 D 0.793 C
9. Center Drive/Villa Park Road si nal 0.581 A 0.465 A
10. Lemon Street/Villa Park Road signal 0.459 A 0.439 A
11.Hewes Street/Villa Park Road signal 0.717 C 0.608 B
12. Cannon Street/Serrano Avenue si nal 0.810 D 0.914 E
13. Cannon Street/Taft Avenue signal 0.914 E 0.809 D
14. Cannon Street/Santiago Canyon Road signal 0.794 C 0.655 B
15. Oran e Park Boulevard/Santia o Can on Road si nal 0.859 D 0.711 C
16.Meads Avenue/Santia o Canyon Road si nal 0.700 B 0.694 B
17.New ort Boulevard/Santiago Canyon Road signal 0.811 D 0.718 C
18.New ort Boulevard/Cha man Avenue si nal 0.407 A 0.441 A
19.Jamboree Rd/Cha man Ave-Santiago Canyon si nal 0.622 B 0.702 C
20.Jamboree Road/Santiago Canyon Road si nal 0.453 A 0.826 D
21. SR 241-261 southbound ram s/Santia o Can on Rd si nal 12.6ec B 4.4 sec A
22. SR 241 northbound ramps/Santiago Canyon Road signal 5.1 sec A 18.9 sec B
23.Access to Recreational Uses/Santiago Canyon Rd signal proposed ro osed
24.Access to Residential Uses/Santia o Can on Road si nal ro osed ro osed
ICU based on Intersection Capacity Utilization analysis methodology;Delay based on Hrghivay Capaciry Manual(HCM)methodology.
XXX-Intersection o erates with unsatisfacto LOS.
Source: Appendix N, Traffic Impact Analysis.
City of Orange-Draft EIR-May 2013 Page 5.16-29
Rio Santiago Project SCH No. 2009051072
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5.16 Transportation and Traffic
Table 5.16-10—TSIP Fee for Proposed Project
Land Use #of Units Area "C" Fee Project TSIP Fee
Single-family homes 130 DUs $804.00 per DU $104,520.00
Senior housing—detached 45 DUs $804.00 per DU $36,180.00
Senior housing—attached 160 DUs $564.00 per DU $90,240.00
Assisted living 160 ADT $84.00 per ADT $13,440.00
Recreational Community Center 1,853 ADT $84.00 per ADT $155,652.00
Recreational Facilities 276 ADT $84.00 per ADT $23,184.00
Removal of Existing Uses -591 ADT $84.00 per ADT -$49,644.00
Total TSiP Fee �373,572.00
Source: Appendix N, Traffic Impact Analysis.
Freeway Mainline Segments
Table 5.16-11, Existing plus Project Freeway Segment Level of Service Summary presents the Existing
plus Project freeway level of service summary. According to Caltrans criteria, if the proposed project
would cause any segment operating at LOS D or better to operate at LOS E or F, it is considered to create
a significant impact.
According to the Table 5.16-11, Existing plus Project Freeway Segment Level of Service Summary, the
addition of project trips to SR 55 would not cause a significant impact to the study area mainline
segments in the Existing plus Project condition as the proposed project would not cause a mainline
segment operating at LOS D or better in the baseline condition, to operate at LOS E or F. Therefore a
less than significant impact would occur and no mitigation measures would be required.
Table 5.16-11: Existing plus Project Freeway Segment Level of Service Summary
Freewa From To Densit � LOS
Northbound AM
SR 55 Cha man Avenue Katella Avenue 22.3 c/ln/mi C
Katella Avenue Nohl Ranch Road 20.4 c/ln/mi C
Southbound AM
SR 55 Cha man Avenue Katella Avenue 34.5 c/ln/mi D
Katella Avenue Nohl Ranch Road 27.6 c/ln/mi D
Northbound PM
SR 55 Cha man Avenue Katella Avenue 39.5 c/In/mi E
Katella Avenue Nohl Ranch Road 33.1 c/ln/mi D
Southbound PM
SR 55 Cha man Avenue Katella Avenue 24.7 c/ln/mi C
Katella Avenue Nohl Ranch Road 22.4 pc/ln/mi C
LOS based on HCM methodology,analyzed in the Highway Capacrty Software(HCS).
XXX—Mainline segment operates with unsatisfactory LOS.
—Significantly impacted mainline segment.
�—Density is presen[ed in" assenger cazs per lane per mile".
Source: Appendix N, Tra�c Impact Analysis.
City of Orange-Draft EIR—May 2013 Page 5.16-31
Rio Santiago Project SCH No. 2009051072
5.16 Transportation and Traffic
Opening Year 2017 Traffic Conditions
This section describes the future traffic conditions related to the following traffic scenarios:
• Opening Year 2017(without proposed project), and
• Opening Year 2017 plus Project.
Opening Year 2017 Condition
The Opening Year 2017 Condition is comprised of existing traffic conditions, plus seven years of ambient
traffic growth(2010 to 2017), plus traffic from all cumulative(approved and/or pending)developments in
the study area. These cumulative projects are located in the project study area, and have not yet been
constructed, but have been approved or are pending approval, through a discretionary action or building
permit issuance. Please refer to Section 6.0, Cumulative Impacts for additional data.
Traffic Contro/s and lntersection Geometrics
One intersection improvement, at Wanda Road/Katella Avenue — Villa Park Road, will be constructed
and in operation by Opening Year 2017. This improvement consists of the addition of a second(dual) left
turn lane on the eastbound approach and an exclusive right-turn lane in the westbound direction.
No improvements to the other study area roadways and intersections are anticipated to occur by the
Opening Year 2017 scenario. Therefore, the existing intersection traffic controls and geometrics were
assumed for those intersections in the 2017 level of service analysis. �.
Traffic Volumes
The Opening Year 2017 traffic was forecast by applying an ambient growth rate of 2.8 percent per year to
the existing traffic volumes for a growth factor of 1.196 (19.6 percent growth). In addition to the ambient
growth rate, traffic from cumulative projects(i.e., approved and pending projects) in the project's vicinity
was added. Figure 5.16-7, Opening Year 2017 AM and PM Peak Hour Traffic Volumes illustrates the
resulting Opening Year 2017 a.m. and p.m. peak hour traffic volumes.
/ntersections
The Opening Year 2017 levels of service were determined from intersections, roadways segments, and
freeway mainline segments. Table 5.16-12, Opening Year 2017 Condition Intersection Level of Service
Summary presents the results of the Opening Year 2017 intersection LOS analysis. Based on the Opening
Year 2017 LOS analysis, the following intersections are forecast to operate at LOS E or F during one or
both peak hours:
• Tustin Street/Katella Avenue(LOS F in p.m. peak hour),
• SR 55 southbound ramps/Katella Avenue(LOS E in a.m. peak hour),
• Wanda Road—Santiago Boulevard/Meats Avenue(LOS E in a.m. peak hour),
• Wanda Road/Katella Avenue—Villa Park Road(LOS E in both peak hours),
• Cannon Street/Serrano Avenue(LOS E in a.m. peak hour, and LOS F in p.m. peak hour),
Page 5.16-32 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.16 Transportation and Traffic
• Cannon Street/Taft Avenue(LOS F in a.m. peak hour, and LOS E in p.m. peak hour),
• Cannon StreetNilla Park Road—Santiago Canyon Road (LOS E in a.m. peak hour),
• Orange Park Boulevard/Santiago Canyon Road(LOS F in a.m. peak hour),
• Newport Boulevard/Santiago Canyon Road(LOS E in a.m. peak hour),and
• Jamboree Road/Santiago Canyon Road(LOS E in p.m. peak hour).
All other intersections are forecast to operate at LOS D or better in one or both peak hours.
Roadway Segments
Table 5.16-13, Opening Year 2017 Roadway Segment Levels of Service presents the Opening Year 2017
roadway segment level of service summary. Per the City's criteria, the minimum satisfactory level of
service for a roadway segment is LOS D.
Based on the analysis, the following roadway segments are forecast to operate below the City's LOS D
standard:
• Katella Avenue, SR 55 northbound ramps to Handy Street(LOS E),
• Katella Avenue, Handy Street to Santiago Boulevard(LOS F), and
• Cannon Street, Taft Avenue to Santiago Canyon Road(LOS E).
All other study area roadway segments are farecast to operate with satisfactory LOS at LOS D or better
during an average day.
Freeway Mainline Segments
Table 5.16-14, Opening Year 2017 Freeway Segment Level of Service Summary presents the Opening
Year 2017 freeway LOS summary. According to Caltrans criteria, any segment operating below LOS D
(LOS E or F) is considered deficient. According to the table, the following segment is operating with
unsatisfactory LOS:
• SR 55 northbound between Chapman Avenue and Katella Avenue(LOS F in the p.m. peak hour),
• SR 55 northbound between Katella Avenue to Nohl Ranch Road (LOS E in the p.m. peak hour),
and
• SR 55 southbound between Chapman Avenue and Katella Avenue (LOS E in the a.m. peak hour).
All other mainline segments are operating with satisfactory LOS in one or both peak hours.
City of Orange-Draft EIR—May 2013 Page 5.16-33
Rio Santiago Project SCH No. 2009051072
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Table 5.16-12: Opening Year 2017 Condition Intersection Level of Service Summary
,,,,,� AM Peak Hour PM Peak Hour
ICU or ICU or
Intersection Control Delay LOS Delay LOS
1. Tustin Street/Katella Avenue signal OJ62 C 1.004 F
2. SR 55 southbound ramps/Katella Avenue signal 65.2 sec E 403 sec D
3. SR 55 northbound ramps/Katella Avenue signal 21.0 sec C 303 sec C
4. Handy Street/Katella Avenue signal 0.846 D 0.814 D
5. Wanda Road-Santiago Boulevard/Meats Avenue signal 0.962 E 0.720 C
6. Wanda Road-Santiago Boulevard/Taft Avenue signal 0.769 C 0.627 B
7. Wanda Road/Santiago Boulevard signal 0.590 A 0.499 A
8. Wanda Rd-Santiago Blvd/Katella -Villa Park Rd signal 0.977 E 0.942 E
9. Center Drive/Villa Park Road signal 0.689 B 0.551 A
10. Lemon Street/Villa Park Road signal 0.543 A 0.519 A
11. Hewes StreeWilla Park Road signal 0.853 D 0.725 C
12. Cannon Street/Serrano Avenue signal 0.961 E 1.084 F
13. Cannon Street/Taft Avenue signal 1.085 F 0.960 E
14. Cannon Street/Santiago Canyon Road signal 0.945 E 0.781 C
15. Orange Park Boulevard/Santiago Canyon Road signal 1.025 F 0.848 D
16. Meads Avenue/Santiago Canyon Road signal 0.839 D 0.827 D
17. Newport Boulevard/Santiago Canyon Road signal 0.967 E 0.853 D
18. Newport Boulevard/Chapman Avenue signal 0.482 A 0.523 A
19. Jamboree Rd/Chapman Ave-Santiago Canyon signal 0.737 C 0.833 D
20. Jamboree Road/Santiago Canyon Road signal 0.538 A 0.982 E
21. SR 241-261 southbound ramps/Santiago Canyon Rd signal 13.0 sec B 4.5 sec A
22. SR 241 northbound ramps/Santiago Canyon Road signal 5.5 sec A 21.1 sec C
23. Access to Recreational Uses/Santiago Canyon Rd signal proposed proposed
24. Access to Residential Uses/Santiago Canyon Road signal proposed proposed
ICU based on Intersection Capacity Utilization analysis methodology;Delay based on Highway Capaciry Manual(HCM)methodology.
XXX-Intersection operates with unsatisfactory LOS.
Source: Appendix N, Traffc Impact Analysis.
City of Orange-Draft EIR-May 2013 Page 5.16-35
Rio Santiago Project SCH No. 2009051072
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5.16 Transportation and Traffic
Table 5.16-14: Opening Year 2017 Freeway Segment, Level of Service Summary
Freeway From To Density LOS
Northbound AM
SR 55 Chapman Avenue Katella Avenue 25.2 pc/ln/mi C
Katella Avenue Nohl Ranch Road 21.9 pc/ln/mi C
Southbound AM
SR 55 Chapman Avenue Katella Avenue 38.3 pc/In/mi E
Katella Avenue Nohl Ranch Road 30.5 pc/ln/mi D
Northbound PM
SR 55 Chapman Avenue Katella Avenue >45.0 pc/In/mi F
Katella Avenue Nohl Ranch Road 37.9 pc/In/mi E
Southbound PM
SR 55 Chapman Avenue Katella Avenue 283 pc/ln/mi D
Katella Avenue Nohl Ranch Road 24.2 pc/ln/mi C
LOS based on HCM methodology,analyzed in the Highway Capaciry Sofhvare(HCS).
XXX—Mainline segment operates with unsatisfactory LOS.
'—Density is presented in"passenger cars per lane per mile".
Source: Appendix N, Traffic Impact Analysis.
City of Orange-Draft EIR—May 2013 Page 5.16-37
Rio Santiago Project SCH No. 2009051072
5.16 Transportation and Traffic
Opening Year 2017 plus Project
Traffic generated by the proposed project was added to the Opening Year 2017 scenario and the project
impacts on the circulation system were analyzed. As explained previously, existing uses on the site
analyzed as part of the construction phase could not occur at the same time as the completed project, and
therefore are removed from the 2017 Opening Year Condition.
Traffic Volumes
The proposed project trip assignment and removal of existing site trips illustrated in Figure 5.16-4,
Project Trip Assignment and Figure 5.16-5, Existing Site Trips were added to the Opening Year 2017
traffic volumes in which resulted in the Opening Year 2017 plus Project traffic volumes. Figure 5.16-8,
Opening Year 2017 plus Project AM and PM Peak Hour Traffic Volumes illustrates the Opening Year
2017 plus Project a.m. and p.m. peak hour traffic volumes.
Intersections
The Opening Year 2017 plus Project levels of service were determined from intersections, roadways
segments, and freeway mainline segments. Table 5.16-15, Opening Year 2017 plus Project Intersection
Levels of Service presents the results of the Opening Year 2017 plus Project intersection LOS analysis.
Based on the Opening Year 2017 plus Project LOS analysis the proposed project would create a
potentially significant impact. Therefore, the following impact would have the potential to occur and
mitigation is proposed:
Impact TRA-2: The proposed project would have the potential to create significant traffic
impacts at the 5 intersections:
• Wanda Road/Katella Avenue— Villa Park Road (0.015 ICU increase at LOS
E in p.m. peak hour),
• Cannon Street/Villa Park Road— Santiago Canyon Road (0.015 ICU increase
at LOS E in the a.m. peak hour),
� Orange Park Boulevard/Santiago Canyon Road (0.018 ICU increase at LOS
F in a.m. peak hour),
• Newport Boulevard/Santiago Canyon Road (OA15 ICU increase at LOS E in
a.m. peak hour), and
• Jamboree Road/Chapman Avenue — Santiago Canyon Road (0.012 ICU
increase at LOS E in p.m. peak hour).
MM TRA-3: Prior to the issuance of the first building permit, payment for the project's fair-
share will be submitted to the City. These funds will be held by the City until
the remaining funding for the improvement becomes available. At that time, the
identified mitigation measure will be constructed. The City Public Works
Director in coordination with the Community Development Director, or their
designees, shall be responsible for verification of compliance with this
Page 5.16-38 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.16 Trensportation and Treffic
requirement. Calculation sheets are provided in Appendix N, Tra�c Impact
Analysis, within Appendix H.
Wanda Road/Katella Avenue—Villa Park Road
• Re-stripe dedicated southbound right turn lane to a shared through plus right
turn lane. Also, restripe the southbound return lanes to have two receiving
lanes, tapering back to one lane. There is sufficient pavement width to
accommodate this improvement.
• With implementation of this improvement, the intersection would operate at
LOS E with a project contribution of-0.025 ICU.
• The proposed project's fair-share percent is 15.1 percent. Fair-Share
Improvements shall include indirect and direct improvement costs including
engineering, right-of-way, and construction.
Cannon Street/Villa Park Road—Santiago Canyon Road
• Widen the eastbound approach and provide a third through lane. There are
already three eastbound receiving lanes which taper back to two lanes.
• With implementation of this improvement, the intersection would operate at
LOS D with a project contribution of-0.048 ICU.
� The proposed project's fair-share percent is 17.7 percent. Fair-Share
Improvements shall include indirect and direct improvement costs including
engineering, right-of-way, and construction.
Orange Park Boulevard/Santiago Canyon Road
• Construct minor widening, and restripe the eastbound approach to add a
third through lane starting approximately 150 feet before the intersection.
Also, construct minor widening and restripe the eastbound return lanes
approximately 150 feet after the intersection to have three receiving lanes,
tapering back to two lanes. On-street parking will have to be removed to
accommodate a third receiving lane. Based on field measurement, the
existing curb-to-curb width is 85 feet on Santiago Canyon Road, on both
sides of Orange Park Boulevard. A minimum curb-to-curb width of 90 feet
is required to have the following lanes:
1. 5 foot wide bike lanes on both sides
2. 12 foot wide outside travel lanes on both sides
3. 11 foot wide inside travel lanes on both sides
4. 12 foot wide left-turn lanes and painted median
City of Orange-Draft EIR—May 2013 Page 5.16-39
Rio Santiago Project SCH No. 2009051072
5.16 Transportation and Traffic
• With implementation of this improvement, the intersection would operate at
LOS C with a project contribution of-0.256 ICU.
• The proposed project's fair-share percent is 10.3 percent. Fair-Share
Improvements shall include indirect and direct improvement costs including
engineering, right-of-way, and construction.
Newport Boulevard/Santiago Canyon Road
• Restripe the eastbound approach approximately 150 feet before the
intersection and add a third through lane. There is sufficient pavement width
to accommodate this improvement. Also, restripe the eastbound return lanes
approximately 150 feet after the intersection to have three receiving lanes,
tapering back to two lanes. Removal of the existing raised median will be
required. Based on field measurement, the existing curb-to-curb width is 96
feet on Santiago Canyon Road, on both sides of Newport Boulevard. A
following lanes can be accommodated within the curb-to-curb width of 96
feet:
1. 5 foot wide bike lanes on both sides
2. 14 foot wide outside travel lanes on both sides
3. 12 foot wide inside travel lanes on both sides
4. 11 foot wide left-turn lanes (dual westbound left turn lane required in
2030 plus Project condition)
• With implementation of this improvement, the intersection would operate at
LOS C with a project contribution of-0.227 ICU.
• The proposed project's fair-share percent is 8.8 percent. Fair-Share
Improvements shall include indirect and direct improvement costs including
engineering, right-of-way, and construction.
Jamboree Road/Chapman Avenue—Santiago Canyon Road
• Restripe the northbound approach and convert the No. 1 dedicated right turn
lane (one of two right turn lanes) to a through lane. Also, restripe the
northbound return lanes to have three receiving lanes. There is sufficient
pavement width to accommodate this improvement.
• With implementation of this improvement, the intersection would operate at
LOS D with a project contribution of-0.106 ICU.
• The proposed project's fair-share percent is 6.2 percent. Fair-Share
Improvements shall include indirect and direct improvement costs including
engineering, right-of-way, and construction.
Page 5.16-40 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.16 Transportation and Traffic
The City has adopted a Capital Improvement Program (CIP). The City's CIP provides for the financing
and construction of circulation system improvements within the City. While the improvements noted
above are consistent with the City's General Plan Circulation Element, they are not presently included
within the City's CIP. The City's CIP does not provide all circulation improvements planned to occur in
future years. Implementation of Mitigation Measure TRA-3 above would mitigate those intersections
(Impact TRA-2)to a less than significant level. However, due to the fact that these improvements are not
presently included in the City's CIP and may not be constructed when needed to mitigate the impact; this
impact is considered significant and unavoidable.
Roadway Segments
Table 5.16-16, Opening Year 2017 plus Project Roadway Segment Levels of Service presents the Opening
Year 2017 plus Project roadway segment LOS analysis. The proposed project would have a potential
significant impact, if the project causes a roadway segment operating at LOS D or better in the baseline
condition, to operate at LOS E or F with the addition of project traffic; or, if the proposed project adds
0.010 or more V/C to a roadway segment that is already operating at LOS E or F in the baseline
condition.
Impact TRA-3: Based on the analysis provided in Appendix N, Tra�c Impact Analysis to this
Draft EIR, the following roadway segments would be potentially significantly
impacted by the proposed project:
• Katella Avenue, SR 55 northbound ramps to Handy Street (0.025 V/C
increase at LOS E),
• Katella Avenue, Handy Street to Santiago Boulevard (0.030 V/C increase at
LOS F), and
• Cannon Street, Taft Avenue to Santiago Canyon Road(0.014 V/C increase at
LOS E).
MM TRA-4: Prior to the issuance of the first building permit, payment for the project's fair-
share will be submitted to the City. These funds will be held by the City until the
remaining funding for the improvement becomes available. At that time, the
identified mitigation measure will be constructed. The City Public Works
Director in coordination with the Community Development Director, or their
designees, shall be responsible for verification of compliance with this
requirement. Calculation sheets are provided in Appendix N, Tra�c Impact
Analysis, within Appendix H.
Katella Avenue,SR 55 northbound ramps to Handy Street
• Prohibit on-street parking on the south side of the street and stripe a third
eastbound lane.
City of Orange-Draft EIR—May 2013 Page 5.16-41
Rio Santiago Project SCH No. 2009051072
5.16 Transportation and Traffic
• With implementation of this improvement, the roadway segment would
operate at LOS C with a V/C ratio of 0.795. ��
• The proposed project's fair-share percent is 14.5 percent. Fair-Share
Improvements shall include indirect and direct improvement costs including
engineering, right-of-way, and construction.
Katella Avenue,Handy Street to Santiago Boulevard
• Prohibit on-street parking on both sides of the street and stripe a third
eastbound and westbound lane.
• With implementation of this improvement, the roadway segment would
operate at LOS C with a V/C ratio of 0.754.
• The proposed project's fair-share percent is 14.8 percent. Fair-Share
Improvements shall include indirect and direct improvement costs including
engineering,right-of-way, and construction.
Cannon Street,Taft Avenue to Santiago Canyon Road
• Widen either the northbound or southbound approach and provide a third
through lane. The bridge over Santiago Creek may have to be widened to
accommodate one additional through lane.
• With implementation of this improvement, the roadway segment would
operate at LOS C with a V/C ratio of 0.803.
� The proposed project's fair-share percent is 9.0 percent. Fair-Share
Improvements shall include indirect and direct improvement costs including
engineering,right-of-way, and construction.
The City has adopted a Capital Improvement Program (CIP). The City's CIP provides for the financing
and construction of circulation system improvements within the City. While the improvements noted
above are consistent with the City's General Plan Circulation Element, they are not presently included
within the City's CIP. The City's CIP does not provide all circulation improvements planned to occur in
future years. Implementation of Mitigation Measure TRA-4 above would mitigate those roadway
segments (Impact TRA-3) to a less than significant level. However, due to the fact that these
improvements are not presently included in the City's CIP and may not be constructed when needed to
mitigate the impact;this impact is considered significant and unavoidable.
Freeway Mainline Segments
Table 5.16-17, Opening Year 2017 plus Project Freeway Segment Level of Service Summary presents the
Opening Year 2017 plus Project freeway LOS summary. Accarding to Caltrans criteria, if the proposed
project would cause any segment operating at LOS D or better to operate at LOS E or F, it is considered
to create a significant impact.
Page 5.16-42 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
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5.16 Transportation and Traffic
Table 5.16-17—Opening Year 2017 plus Project Freeway Segment Level of Service Summary
Freewa From To Densit 1 LOS
Northbound AM
SR 55 Chapman Avenue Katella Avenue 25.2 c/ln/mi C
Katella Avenue Nohl Ranch Road 21.9 c/ln/mi C
Southbound AM
SR 55 Cha man Avenue Katella Avenue 38.4 c/In/mi E
Katella Avenue Nohl Ranch Road 30.6 c/In/mi D
Northbound PM
SR 55 Chapman Avenue Katella Avenue >45.0 c/In/mi F
Katella Avenue Nohl Ranch Road 38.0 c/ln/mi E
Southbound PM
SR 55 Cha man Avenue Katella Avenue 28.4 c/In/mi D
Katella Avenue Nohl Ranch Road 243 pc/In/mi C
LOS based on HCM methodology,analyzed in the Hlghway Capacity Soj�ware(HCS).
XXX—Mainline segment operates with unsatisfactory LOS.
—Significantly impacted mainline segmen[.
�—Densit is resented in"assenger cars er lane er mile".
Source: Appendix N, Tra�c ImpactAnalysis.
Based on the data provided in Table 5.16-17, Opening Year 2017 plus Project Freeway Segment Level of
Service Summary the addition of project trips to SR 55 would not cause a significant impact to the study
area mainline segments in the Opening Year 2017 plus Project condition. The proposed project would
not cause a mainline segment operating at LOS D or better in the baseline condition, to operate at LOS E
or F. Therefore, a less than significant impact would occur and no mitigation measures would be
required.
General Plan 2030 Traffic Conditions
Appendix N, Tra�c Impact Analysis evaluated the impact of the proposed project related to General Plan
2030 traffic conditions. The following to conditions were analyzed:
• General Plan 2030 (without project)
• General Plan 2030 plus Project.
Intersections
Figure 5.16-9, General Plan 2030 AM and PM Peak Hour Traffic Volumes illustrates the General Plan
2030 a.m. and p.m. peak hour traffic volumes. Table 5.16-18, General Plan 2030 Condition Intersection
Level of Service Summary presents the results of the General Plan 2030 intersection LOS analysis. Based
on the General Plan 2030 LOS analysis, the following intersections are forecast to operate at LOS E or F
during one or both peak hours:
• Tustin Street/Katella Avenue (LOS E in a.m. peak hour, and LOS F in p.m. peak hour)
• Wanda Road— Santiago Boulevard/Meats Avenue (LOS F in a.m. peak hour, and LOS E in p.m.
peak hour)
Page 5.16-46 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.16 Transportation and Traffic
• Wanda Road/Katella Avenue—Villa Park Road(LOS E in both peak hours)
• Newport Boulevard/Santiago Canyon Road (LOS F in a.m. peak hour, and LOS E in p.m. peak
hour)
• Newport Boulevard/Chapman Avenue (LOS F in both peak hours)
All other intersections are forecast to operate at LOS D or better in one or both peak hours.
Roadway Segments
Table 5.16-19, General Plan 2030 Roadway Segment Levels of Service presents the General Plan 2030
roadway segment level of service summary. Per the City's criteria, the minimum satisfactory level of
service for a roadway segment is LOS D. Based on the analysis, the following roadway segments are
forecast to operate below the City's LOS D standard:
• Santiago Canyon Road, Cannon Street to Orange Park Boulevard(LOS E), and
• Cannon Street, Taft Avenue to Santiago Canyon Road(LOS E).
All other study area roadway segments are forecast to operate with satisfactory LOS at LOS D or better
during an average day.
The roadway segments in the City of Villa Park Road: 1) Santiago Boulevard to Center Drive; 2) Center
Drive to Lemon Street; and, 3) Lemon Street to Hewes Street, are forecast to operate at LOS E. Per
direction of the City Engineer of Villa Parkl, those downgraded segments were to be analyzed at the peak
hour level by the forecast operations of their end intersections (i.e., intersections on either end of the
segment). Based on review of the intersection LOS, the only impacted roadway segment would be Villa
Park Road, Santiago Boulevard to Center Drive. The other two downgraded Villa Park Road segments
would operate with satisfactory LOS in the peak hour as their intersections are forecast to operate at LOS
D or better.
� Vista Environmental, personal communication with Akram Hindiyeh, City Engineer for Villa Park,
September 12,2012.
City of Orange-Draft EIR—May 2013 Page 5.16-47
Rio Santiago Project SCH No. 2009051072
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5.16 Transportation and Traffic
Table 5.16-18: General Plan 2030 Condition Intersection Level of Service Summary
AM Peak Hour PM Peak Hour
"""� Intersection ICU or ICU or
Control Delay LOS Delay LOS
1.Tustin Street/Katella Avenue signal 0.992 E 1.061 F
2. SR 55 southbound ramps/Katella Avenue signal 34.2 sec C 23.3 sec C
3. SR 55 northbound ramps/Katella Avenue signal 13.5 sec B 18.3 sec B
4. Handy Street/Katella Avenue signal 0.571 A 0.415 A
5. Wanda Road-Santiago Boulevard/Meats Avenue signal 1.091 F 0.953 E
6. Wanda Road-Santiago Boulevard/Taft Avenue signal 0.817 D OJ 18 C
7. Wanda Road/Santiago Boulevard signal 0.679 B 0.432 A
8. Wanda Rd-Santiago Blvd/Katella -Villa Park Rd signal 0.961 E 0.909 E
9. Center Drive/Villa Park Road signal 0.656 B 0.570 A
10.Lemon StreetNilla Park Road signal 0.571 A 0.524 A
1 l. Hewes Street/Villa Park Road signal 0.610 B 0.816 D
12. Cannon Street/Serrano Avenue signal 0.811 D 0.724 C
13. Cannon Street/Taft Avenue signal 0.759 C 0.755 C
14. Cannon Street/Santiago Canyon Road signal 0.811 D 0.826 D
_ 15. Orange Park Boulevard/Santiago Canyon Road signal 0.677 B 0.662 B
16. Meads Avenue/Santiago Canyon Road signal 0.610 B 0.612 B
17.Newport Boulevard/Santiago Canyon Road signal 1.063 F 0.914 E
18.Newport Boulevard/Chapman Avenue signal 1.033 F 1.080 F
19.Jamboree Rd/Chapman Ave-Santiago Canyon signal 0.496 A 0.683 B
20.Jamboree Road/Santiago Canyon Road signal 0.858 D 0.890 D
21. SR 241-261 southbound ramps/Santiago Canyon Rd signal 6.3 sec A 3.1 sec A
22. SR 241 northbound ramps/Santiago Canyon Road signal 3.7 sec A 15.5 sec B
23.Access to Recreational Uses/Santiago Canyon Rd signal proposed proposed
24.Access to Residential Uses/Santiago Canyon Road signal proposed proposed
ICU based on Intersection Capacity Utilization analysis methodology;Delay based on Highway Capacity Manual(HCM)methodology.
�XX- Intersection operates with unsatisfactory LOS.
Source: Appendix N, Tra�c Impact Analysis.
.,.,�
City of Orange-Draft EIR-May 2013 Page 5.16-49
Rio Santiago Project SCH No. 2009051072
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5.16 Transportation and Traffic
Freeway Mainline Segments
. . Table 5.16-20, General Plan 2030 Freeway Segment Level of Service Summary presents the General Plan
2030 freeway level of service summary. According to Caltrans criteria, any segment operating below
LOS D(LOS E or F) is considered deficient.
According to Table 5.16-20, General Plan 2030 Freeway Segment Level of Service Summary, the
following segments are operating with unsatisfactory LOS:
� SR 55 northbound between Chapman Avenue and Katella Avenue (LOS D in the a.m. peak hour
and LOS F in the p.m. peak hour),
• SR 55 northbound between Katella Avenue to Nohl Ranch Road(LOS F in the p.m. peak hour),
• SR 55 southbound between Chapman Avenue and Katella Avenue (LOS F in the a.m. and p.m.
peak hour), and
• SR 55 southbound between Katella Avenue to Nohl Ranch Road (LOS E in the a.m. peak .hour
and LOS D in the p.m. peak hour)
All other mainline segments are operating with satisfactory LOS in one or both peak hours.
Table 5.16-20 General Plan 2030 Freeway Segment Level of Service Summary
Freeway From To Density' LOS
Northbound AM
SR 55 Chapman Avenue Katella Avenue 29.9 pc/in/mi D
Katella Avenue Nohl Ranch Road 24.6 pc/In/mi C
Southbound AM
SR 55 Chapman Avenue Katella Avenue >45.0 pc/In/mi F
Katella Avenue Nohl Ranch Road 36.8 pc/ln/mi E
Northbound PM
SR 55 Chapman Avenue Katella Avenue >45.0 pc/In/mi F
Katella Avenue Nohl Ranch Road >45.0 pc/In/mi F
Southbound PM
SR 55 Chapman Avenue Katella Avenue 34.8 pc/ln/mi D
Katella Avenue Nohl Ranch Road 27.6 pc/ln/mi D
LOS based on HCM methodology,analyzed in the Flighway Capacity Sofhvare(HCS).
XXX—Mainline segment operates with unsatisfactory LOS.
�—Densi is resented in" assen er cars er lane er mile".
Source: Appendix N, Tra�c Impact Analysis.
City of Orange-Draft EIR—May 2013 Page 5.16-51
Rio Santiago Project SCH No. 2009051072
5.16 Transportation and Traffic
General Plan 2030 plus Project
The traffic impact analysis study evaluated the impact of the proposed project related to General Plan 4
2030 plus Project traffic conditions.
Traffic Volumes
Figure 5.16-10, General Plan 2030 plus Project AM and PM Peak Hour Traffic Volumes illustrates the
General Plan 2030 plus Project a.m. and p.m. peak hour traffic volumes.
Intersections
Table 5.16-21, General Plan 2030 plus Project Intersection Levels of Service presents the results of the
General Plan 2030 plus Project intersection LOS analysis, while the LOS calculation sheets are provided
in Appendix N, Traffic Impact Analysis, within Appendix C to this Draft EIR. Based on the General Plan
2030 plus Project LOS analysis, and the significance criteria of the respective jurisdiction (City or
Caltrans) for each intersection, the proposed project would create a significant impact. Therefore, the
following impact would have the potential to occur and mitigation is proposed:
Impact TRA-4: The proposed project would have the potential to create significant traffic
impacts at the 3 intersections:
• Wanda Road — Santiago Boulevard/Meats Avenue (0.01 I ICU increase at
LOS F in a.m. peak hour),
• Newport Boulevard/Santiago Canyon Road (0.033 ICU increase at LOS F in
a.m. peak hour, and 0.019 ICU increase at LOS E in p.m. peak hour), and
• Newport Boulevard/Chapman Avenue (0.024 ICU increase at LOS F in a.m.
peak hour).
MM TRA-5: Prior to the issuance of the first building permit, payment for the project's fair-
share will be submitted to the City. These funds will be held by the City until the
remaining funding far the improvement becomes available. At that time, the
identified mitigation measure will be constructed. The City Public Works
Director in coordination with the Community Development Director, or their
designees, shall be responsible for verification of compliance with this
requirement. Calculation sheets are provided in Appendix N, Traffic Impact
Analysis, within Appendix H.
Wanda Road—Santiago Boulevard/Meats Avenue
• Convert(re-stripe)eastbound through lane to a dedicated right turn lane.
• With the new eastbound right turn lane, install right turn overlap phasing for
the northbound left turn movement. �"�
Page 5.16-52 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.16 Transportation and Traffic
• With implementation of this improvement, the intersection would operate at
LOS D with a project contribution of-0.222 ICU.
• The proposed project's fair-share percent is 3.4 percent. Fair-Share
Improvements shall include indirect and direct improvement costs including
engineering, right-of-way, and construction.
Newport Boulevard/Santiago Canyon Road
• Minor construction (i.e., removal of existing raised median) and restriping of
the westbound approach would be required to add a second (dual) left turn
lane. To accommodate the dual left turn lane within the existing curb-to-curb
width, the lanes will have to be the minimum required 11 foot wide lanes
each. Removal of the existing raised median will be required.
• With implementation of this improvement, the intersection would operate at
LOS C with a project contribution of-0.362 ICU in the a.m. peak hour; and,
LOS B with a project contribution of-0.229 ICU in the p.m. peak hour.
• The proposed project's fair-share percent is 32 percent (higher in p.m. peak
hour). Fair-Share Improvements shall include indirect and direct
improvement costs including engineering,right-of-way, and construction.
Newport Boulevard/Chapman Avenue
• Install overlap phasing for westbound right turn lane.
• With implementation of this improvement, the intersection would operate at
LOS D with a project contribution of-0.223 ICU.
• The proposed project's fair-share percent is 0.9 percent. Fair-Share
Improvements shall include indirect and direct improvement costs including
engineering, right-of-way, and construction.
The City has adopted a Capital Improvement Program (CIP). The City's CIP provides for the financing
and construction of circulation system improvements within the City. While the improvements noted
above are consistent with the City's General Plan Circulation Element, they are not presently included
within the City's CIP. The City's CIP does not provide all circulation improvements planned to occur in
future years. Implementation of Mitigation Measure TRA-5 above would mitigate those intersections
(Impact TRA-4)to a less than significant level. However, due to the fact that these improvements are not
presently included in the City's CIP and may not be constructed when needed to mitigate the impact; this
impact is considered significant and unavoidable.
City of Orange-Draft EIR—May 2013 Page 5.16-53
Rio Santiago Project SCH No.2009051072
5.16 Transportation and Traffic
Roadway Segments
Table 5.16-22, General Plan 2030 plus Project Roadway Segment Levels of Service presents the General
Plan 2030 plus Project roadway segment LOS analysis. Per the City's criteria, the project would have a
significant impact if the project causes a roadway segment operating at LOS D or better in the baseline
condition, to operate at LOS E ar F with the addition of project traffic; or, if the proposed project adds
0.010 or more V/C to a roadway segment that is already operating at LOS E or F in the baseline
condition.
The roadway segments on Villa Park Road were downgraded from their ultimate configuration as a six-
lane divided road to a four-lane divided road (its existing configuration). The daily LOS for those three
segments: 1) Santiago Boulevard to Center Drive; 2)Center Drive to Lemon Street; and, 3)Lemon Street
to Hewes Street, is forecast to continue to be LOS E with addition of project traffic with V/C increases of
0.01 and greater(0.019, 0.013, and 0.011,respectively).
However per direction of the City Engineer of Villa Park, those downgraded segments were analyzed at
the peak hour level by the forecast operations of their end intersections (i.e., intersections on either end of
the segment). Based on review of the intersection LOS, the only impacted roadway segment would be
Villa Park Road, Santiago Boulevard to Center Drive. The other two downgraded Villa Park Road
segments would operate with satisfactory LOS in the peak hour as their intersections are forecast to
operate at LOS D or better. However, since the proposed project would not significantly impact the
Santiago BoulevardNilla Park Road intersection (V/C contribution of less than 0.010 V/C in both peak
hours), the proposed project would not have a significant impact to the downgraded roadway segments on
Villa Park Road when analyzed with the peak hour end-intersection methodology.
Impact TRA-5: The proposed project would have the potential to create significant traffic
impacts at roadway segments:
• Santiago Canyon Road, Cannon Street to Orange Park Boulevard (0.030 V/C
increase at LOS E).
MM TRA-6: Prior to the issuance of the first building permit, payment for the project's fair-
share will be submitted to the City. These funds will be held by the City until the
remaining funding for the improvement becomes available. At that time, the
identified mitigation measure will be constructed. The City Public Works
Director in coordination with the Community Development Director, or their
designees, shall be responsible for verification of compliance with this
requirement. Calculation sheets are provided in Appendix N, Traffic Impact
Analysis, within Appendix H.
Page 5.16-54 City of Orange-Draft EIR—May 2013
SCH No. 2009051072 Rio Santiago Project
5.16 Trensportation and Traffic
Santiago Canyon Road,Cannon Street to Orange Park Boulevard
��� • Within the ultimate right-of-way of this segment (120 foot width), construct
a fourth westbound travel lane that would turn into the free westbound right
turn lane at the intersection of Canon StreedSantiago Canyon Road.
• With implementation of this improvement, the roadway segment would
operate at LOS D with a V/C ratio of 0.833.
• The proposed project's fair-share percent is 12.7 percent. Fair-Share
Improvements shall include indirect and direct improvement costs including
engineering, right-of-way, and construction.
The City has adopted a Capital Improvement Program (CIP). The City's CIP provides for the financing
and construction of circulation system improvements within the City. While the improvements noted
above are consistent with the City's General Plan Circulation Element, they are not presently included
within the City's CIP. The City's CIP does not provide all circulation improvements planned to occur in
future years. Implementation of Mitigation Measure TRA-6 above would mitigate the intersection
(Impact TRA-5)to a less than significant level. However, due to the fact that these improvements are not
presently included in the City's CIP and may not be constructed when needed to mitigate the impact; this
impact is considered significant and unavoidable.
Freeway Mainline Segments
Table 5.16-23, General Plan 2030 plus Project Freeway Segment Level of Service Summary presents the
General Plan 2030 plus Project freeway level of service summary. According to Caltrans criteria, if the
proposed project would cause any segment operating at LOS D or better to operate at LOS E or F, it is
considered to create a significant impact.
Table 5.16-23, General Plan 2030 plus Project Freeway Segment Level of Service Summary indicates that
the addition of project trips to SR 55 would not cause a significant impact to the study area mainline
segments in the General Plan 2030 plus Project condition. The proposed project would not cause a
mainline segment operating at LOS D or better in the baseline condition, to operate at LOS E or F.
Therefore, a less than significant impact would occur and no mitigation measures would be required.
City of Orange-Draft EIR—May 2013 Page 5.16-55
Rio Santiago Project SCH No. 2009051072
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