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Home My WebLink AboutSR - ZCG-1275-14 - PART 2 CONSTRUCTION PARKING STRUCTURE 130 NORTH LEMON STREET METROLINK PARKING STRUCTURE PROJECT FINAL MITIGATED NEGATIVE DECLARATION NO. 1832-14 �•�FQ��`��4 ti,`Q."�� Fo ' ;G� G; �.'� * � 7.' , ,� �.c.. 4p . $a� ��vr �'c�o'�`��,ti Lead Agency: City of Orange Community Development Department • Planning Division 300 East Chapman Avenue Orange, CA 92866-1591 (714) 744-7220 (714) 744-7222 (Fax) www.cityo forange.org Prepared by: HDR Engineering, Inc. 3230 El Cainino Real, Suite 200 Irvine, CA 92602-1377 (714) 730-2300 Date: August 2015 ATTACHMENT NO. 8 FINAL MND NO. 1832-14 METROLINK PARKING STRUCTURE JANUARY 12,2016 CC MTG. FINAL IS/MND INTRODUCTION AND SUMMARY The City of Orange distributed the Draft Initial Study/Mitigated Negative Declaration (IS/MND) for the Metrolink Parking Structure Project for public review on June 10, 2015, with the public review period ending on July 15, 2015. During this time, 18 written comments, in the form of comment letters, e-mails, and comment cards, and one verbal comment were received. This Final IS/MND has been prepared in accordance with the California Environmental Quality Act (CEQA) as amended (Public Resources Code Section 21000 et seq.) and the State CEQA Guidelines (Title 14 of the California Code of Regulations, Section 15000 et seq.). CEQA Guidelines Section 15074(b) states: "(b) Prior to approving a project, the decision-making body of the lead agency shall consider the proposed negative declaration or mitigated negative declaration together with any comments received during the puUlic review process. The decision-making body shall adopt the proposed negative declaration or mitigated negative declaration only if it finds on the basis of the whole record before it (including the initial study and any comments received), that there is no substantial evidence that the project will have a significant effect on the environment and that the negative declaration or mitigated negative declaration reflects the lead agency's independent judgment and analysis." CONTENTS OF THE FINAL IS/MND This final version of the IS/NIND contains all comments received on the Draft IS/MND and responses to comments. A copy of each letter with bracketed comment numbers on the right margin is followed by the response for each comment as indexed in the letter. The comment letters are listed in Table l. In addition to written comment letters, one person spoke during the formal public comment portion of the City's Design Review Committee meeting for the project, held on July 15,2015. A response to this comment is also provided in this section. One minor revision was made to the Draft IS/MND. Based on comments received during the City's Design Review Committee meeting, the Project Description has been amended to include a design option where the City may utilize a combination of greenscreens and landscaping on the east elevation of the structure instead of public art. This minor change does not affect the Initial Study findings. Table 1. Comment Letters—Metrolink Parking Structure Initial Study/Negative Declaration Letter No. Commenter Letter Date 1 Governor's Office of Planning and Research, State Clearinghouse and Planning July 10,2015 Unit 2 Califoinia Deparhnent of Transportation,District 12 July 2,2015 3 Unsigned Undated 4 Unsigned Undated 5 Mary Ellen Manning July 8,2015 1 Letter No. Commenter Letter Date 6 Brian Lochrie July 8,2015 7 Daniel Ortiz July 13,2015 8 Kevin Black July 8,2015 9 Donice Oden July 7,2015 10 Mary Anne July 7,2015 11 Rich Gale July 7,2015 12 Cheryl Gale July 7,2015 13 Josh McIntosh July 6,2015 14 Marilyn Rollins July 6,2015 15 Philip Nitollama July 6,2015 16 Jeffrey Fielding July 6,2015 17 Lionor Solorio June 26,2015 18 Mark Conti June 17,2015 19 Jeff Frankel(verbal comment) July 25,2015 2 - �erei�,�, • S'lE1`CE OF [�t�LTFOICI3SA �°�^�;�o � � p� �'- � ° GOVEI�NOR'S OFFICE�f PLANNF�G�D R�SE�RCH � � � . ,,..�� $1'fiT�.CLE.�I�ivG73nU�E�PI.ANNTNG L71�FIT �J'¢QFe�°� Ias,At.eJc Ell�vTUND G.SXOWN JK. �� Dmr;crox [;ovL�ax l �` July 10.2�15 �/ '°• cr;'� �.:.�;'r�� •� . Jennifer Le .,J�1 I 1 a ?�115 � City of Oraude �.,. r t:r•!)itca•e,• r'.0 304 G.Chupman A�+enue '.O��MUIdIT'� � . Orangc,CA 92666 ;:�:'r[u;)�f"ildT .i 5uUject: Metrolh�k Parking Structure Project . `��,� � SCI3#: 20150b1022 . Dc�r Jennifer Le: 'I'he 5tate Clcarin;housc s�bmitted tl�e above named Miti;ated Negativc llec3aration to selected st�tce a;;encies for review. On the enclosed Document Details Rsport pleasz note q�at the Cleacinghouse Itas iisted the state agencies that reviewed your documen� The s�eview period closed on July 9,2015,attid the comments from the responding ageney(ies)is(are)enclosed. If this corcunent package ss not in arder, please notify the State Clearinghouse immcdiately. Please rcier to the pi'ojecPs ten-digit State Clearinghouse number in future correspondence so tl�at we may respond promptly. Please note that Section 21104(c}of the California Public Resources Code states that: "A responsible or other public ageney shatl only make substanlive couvncnts re�arding those activitics involved in a project which arc within an area of expertise of the a�ency or wliich�e 1-A requn•ed to Ue ca�Yied out or approved by the aoency. Those comments shall be�upported by specific documentatioit" T3�cse comments arc forwarded for use in preparin�Y�ur tinal cnvirotunental document Should yan ne�d mora'v�formatiou or clarification of the enclosed con'unents,we recommend ihat yau coutact the conuncnti»g agency d'uectly. :Chis letter acluiowledges that you l�ave complied witls the Staie Cle•u�nighausc review requirer��cnts for draft environmental documents,pursuant to the California�E�onp egartding the�env ronmcntal revliewt the $fate Clearin�house at(916)445-0613 if you have any q process. Sincercly, � �� + � Sco! or�an Director,State Clearinahouse �nclosures t.c: �esources Agcncy � ... —.�_�-___---— --,._.._.___. �_ .._...__— ._,,—_�_..._ 1�:991�gh6)�4•0613��T'AX(16)5323301a rv��rwopr.a.gov�3b49 3 , .,,:.:.:.< . _._..:. .. , Document Detaits Report � Stafe Clearir�ghouse}7ata Base SCH� 2015061022 Projacf Titlo ti3etrolink Park'ng Siructure Project Lead Agency Orange,City of Type MND P�titic�ated Nec�ative Declaration DescripHvn A proposai to c�nstru�t a new parking sfructure at the norliiwest coi:�er oE Chapman Avenue at.Leman Street in Orange. The pfoposed structure wouid provide 611 parking spaces o�five leeels(two levels below grade,one at grade,and two a5ave g�ade). 500 parking spaGes would be fortransi:users 2�ong ti:�ith 1'E 1 generat:�se spaces. Lead Agency Canfact Namc Jennifer Le Ageacy City of Orange Phone 714 744 7238 ��X emai! Address 300 E.Chapman Avenue City Orangc Sfate CA Zip 92668 PI'OJ@Ct L.008Lf011 County Orange Cify Orange Rcgion La[/Long 33"47'2Q"NIS17°51'�6.8"W Cross Sfreets Lcmon Stree#and Maplc Avenuo Parcet No. 1'ownsirip 4S Rango 9W Secfion Basc SBB&M Prvximity to: Nighways SR-22,55,57,i-v Airporfs No Railways BNSF Wafcnvays No Schoofs Multipie � Lend Use Surtace F'arRi�ig Lot 1 PubliC InstiWtion and OId To�vne Mixed Use-15101d Tatvne Mixed.Use Projeci lssues AesfheEi�suaf:Agricultural Land;Air Qua3ily;Arcl7aeoiogi�Hislnric;Bialogical Resources; DrainagelAbsorpfion:Fload PlainlFfaoding;Fores;Land/Fire Hazard;Geo(ogiclSeismio;Minecals; . Noise;Pop�lation/Nousing Balance;Public Services;ftecreationlParks;Sepfic System;Se�ver Capacity;Soil Erosion/Compaction/Grading;So1id Waste;ToxiGHazarc[ous;TraffclCircuiation; Vcgotali�r.;Wafcr Quatity;Water Supply;Wetland(Riparian;Grow!h Enducirtg;Landuse;Gurnuialive Effects Reviewing Resour�es A�ency;Department of Fish and�.�Idiife,Region 5;��ce of Hisfa iC Preservation; _. _ Agencies peparEme�t ot Parke and Recreation;De�artment of.Water,ftQsourc.as C.aliforreia,t;figh�vay Patro1;. Caltrans,Disirict 12;Air Reseurces Board;Regional t�l�ater Quality Control f3oard,Reyion 8;Nafvs � Amerioan hferitage Comrtiission;Pub'ic Ulilities C�mmissior Date Rcceived 06/90fz415 Starf of Revicw 06HOt2015 �'nd of Review 0%/09/2015 Note: BlanRs in data fietds resu�t;rc�m insufficient inforcnatior.provided by:ead ac�ency. 4 LETTERI Date: July 10,201 S Governor's Office of Planning and Research State Clearinghouse and Planning Unit 1400 Tenth Street P. O. Box 3044 Sacramento, CA 95812-3044 Response to Comment 1-A. This letter acknowledges that the City of Orange has coinplied with the State Clearinghouse review requirements for the Metrolink Parking Sh-ucture Project Initial Study/Mitigated Negative Declaration pursuant to the California Environmental Quality Act (CEQA). It also notes that comment letters from state agencies were received aild were included as an attachment. The letter received was from the Department of Transportation. Please refer to Letter 2 for responses to the Department of Transportation comments.No further response is required. 5 . „f]'QTftlFCALIF'ORM1)A—CAI•1FORNIA$TA'[TTRAIMCPORTAT[Q"'"^CNCY A�MCiIVnr"+.$R�H'h1c.Govemor DEl'A�t.ClVI�NT UF TRA.'�TSPORTATION DISTRICT 12 � 3347 MIGIILISOAi bRIYE,SU1'fE lU0 iRVINL,CA 92bi2-ftti94 • �(45 Seria�sDmngh�. PHO?�tE (949}7�4-20RC y� } Scriorrsdrwrghf. rAX (949)724•?.592 � � Hdp rave k•arrr! �.aoica.��.. ��s%t�'��.�. � July 2,2015 , JU�- ��zaf5 s Ms.Jenni�er J_.e �5�A7E CL�r�Ri7+;G P1UlJSE� }^ile:ICrR/C�QA City of Orange ��'` SCH#:2015Q61022 Planning Division Log#:441� 3W East Chapman Aven�e SR-22 Orangc,CA.92$66 Dear Ms.Le: Thank you for the opportunity to review and comment on the Mitigated Negative Deciaration. for ihe Metralink Parking Structure Projec�.The praposed project is a prop�sal ta construct a new parking structurc at thc northwest comer of Chapm�n�venue at Lemon_Street in(hange. Thc proposed structure would provide Gll parking spaces on five levels(twa levels below grade, one at grade,and twa ahovc gradc).SOp parking spaccs wc�uld bc for�ransit uscrs along wilh 111 general use spaces. Caltrans I�c�I Develdpment-Tntergovernrntenfal Review program reviews impacLs nI tocat deveIopment to the transportation system,including the State Highway System. The Department warks 1.o ensurc.that ldcal land use plannin�ant�devclopm�nt decisi�ns incl�de the pzovision of transpnrtation choices,including transit,intercity rail passenger service,air service,walking and 2-A biking,whcn appropriate. Tlie Dcpartmcat advocatcs community design{e.g.urban infill,mixcd usc,transit oriented de�elopment)that promotes an efficient transportatian system and heafEhy comrnus�ities. The Department of Transporta�ion{Department),is a commenting agcncy on this . - projcct and has no cornment at tfiis timc. Please continue to keep us infnrmed of this project and any'future deveIopmeats that � could patentially impact State transportation facilitics. If y<>u havc.any yucsiions ar nccd tc�contact us,piease do not hesitate to call Aileen Kennedy af(949)724-2239. . _ .Sinccrely, _ _....._.��%`' ..G�:ti�� . MAL1iEE1V EL HARt1.KB Sranch Chief,Reginnal-Cominunity-TransiE Planning District 12 c:T ee Haber,Traffic Operations Nordi S�otk 14forgan,dfl;ic;e of Plant�ing:irid Itesearch� _ _ _ �__� __ .�, ••Prpvideasafe,ar.slainabl..i�rfe,qrnledand,e�et�mf Irmisparlaiion.rysfem � � � !q enhrmr.e Culifonrin's rrnnuney rmd 7tvnGi7ily" 6 LETTER2 Date: July 2,2015 Califoinia Department of Transportation District 12 3347 Michelson Drive, Suite 100 Irvine, CA 92612-8894 Response to Comment 2-A. This comment provides a brief summaiy of the proposed project, and states that "The Department of Transportation (Department) is a commenting agency on this project and has no comment at this time." Therefore,no additional response is required. 7 ----- ------ COMMENT CARD DATE: ORpNGE METROLINK �/�EtKlM16 S7'RU�7'tlRE Commene cards may be submiited to City of Orange Civic Center � � 300 F..Chapman Ave.,Orange 92866 '� METi��LINIt or oniine at: ocYn �.��v�v.ciWoforan�e.or�/metrolinkparkinfistructure Please provide your comments beiow.Usc back of card if more spacc is ncedcd. � ��t1'%!'�'' �'''� � t �''' �1 � --� . �e -- . ��~ . `t �� t'�(� �i, � , t �' ' ' f`�� 4: 3-A �� f�- ;� � � . I� .t, 4� �,� - ,� �, .�. f Name E-mait Mailing Address City Zip DUE BY WFDN�SDAY,I ULY 15,2Q15 8 LETTER 3 Date: Undated Unsigned Response to Comment 3-A. This comment makes a design suggestion related to the color of the brick veneer proposed for the exterior of the proposed building. This comment does not raise an environmental issue or address the adequacy of the Draft Initial Study; therefore, no further response is necessary. The corrunent will be forwarded to the City's Design Review Committee,Planning Commission and City Council for consideration. Based on this comment, the City is considering a modification that simplifies the brick color palette. Ultimately,the brick palette will be decided by the City Council at the time of project approval. 9 �_ COMMENT CARD QATE: ORANGE METRQLINK Comment cards may be submitted ta PARlC16+�G STRL�GTI�RE city af Orange Civic Cerrter 300[.Chapman Ave.,Orange 92566 �� ) METROLINIC m or online at: % OCTA vrtiv�v.cicYcforan�P.c+r�/metrolinkuarkin�structure Please pravide your comment�below.Use back of card if more space is needed. �, � /� 4 f j /� .� ' 1. _ � ��.. � f�"�.�. r-e ..v'�j~� � + t i:r t � t` t < �V� 1t� / � � J � , . � . 4-A , , � , � � �� r Name E-mail Mailing Address ��Y Z�p DUE BY WEDNESDAY,lULY I5,2015 10 LETTER4 Date: Undated Unsigned Response to Comment 4-A. This comment does not raise an environmental issue or address the adequacy of the Draft Initial Study; therefore, no further response is necessary. The comment will be forwarded to the City's Design Review Committee,Planning Commission and City Council for consideration. 11 r _� - __.___.._____ ___ _ COMMENT CARA DATE: Z%r� , !:'�� QRANGE METROLINK �A��(�{I�� gi*�R� Commcnt cards may he su�mitted ta ____ __._____.i City of Orange Civic Center 300 E.Chapman Ave.,Orange 92866 � METf�OLINlC m oronlineat: ocTn ��/+n14N cityoforan�e orplmetrolinkparkin�siructure Please provide your comments helow Usc back of card if more space is needed. �� r ~� f� �� -- ,< , , , . . � �r 1` 1� '/t f}.�i�'�:-'_�<— f ; .. r� . ' _� �. � � '`+ , � � �.. . _ ( 5-A �. " � �T -'�` 1 �- �� -- �,`�, Name E-mai) t i �}� .--r? .--� .. Mailing Address Ci#y Zip QUE 8V WEDNESDAY,JULY 15,2Q15 12 LETTERS Date: July 8,2015 Mary-Ellen Manning Email: MEMC(illegible)@aol.com Response to Comment 5-A. This comment does not raise an environmental issue or address the adequacy of the Draft Initial Study; therefore, no further response is necessary. The comment will be forwarded to the City's Design Review Committee,Planning Commission and City Council for consideration. 13 - ---- - CQMMENT CARD DATF: ,'—3— f_S ORANGE METROLINK �� •�� Commrnt cards may be submitted to _ _______ City of O�ange Civic Center 3Qc3 E.Chapman Ave.,Orange 92866 "� METf1�L1NIC m or online at: OCTA �',.'LV6"J.CII�/OfQfelll�P.Of(�IRIPtfOIt�tICpaI�IClfl(;S1(IICLIIIC � Please provide your commEnts below.Use back of card if more space is needed. � ;-��^ �}Jr:�`�, � .� _ `;- _ � tt_:. , , , _,d 6—A .E—„ �.- � ; - � � � ; � � ,— � <,�,p� � �l.i- `�)' t�' _r'�'�,,`�t�� '`�� t! ;.i L �.r� , .�� f�t . . � . Narne �� r� �`_" E-mail_i�Rtn�rt� is;�_,1��;�;� �� '�,� .3C��. , Mailing Address � "� �� •'+;r ,`��`�' City u; _ .�. _Zip �-� • . t DUE SY WEDNESDAY,JULY 15,�015 14 LETTER 6 Date: July 8, 2015 Brian Lockrie 235 East Maple Avenue Orange, CA 92866 Email: Brian@communicationslab.com Response to Comment 6-A. This comment does not raise an environmental issue or address the adequacy of the Draft Initial Study; therefore, no further response is necessary. The comment will be forwarded to the City's Design Review Committee,Planning Commission and City Council for consideration. � 15 From:Webmaster Sent: Monday,July 13,2015 9:37 AM To:Jennifer Le Subject:Comment Form Submission Name : Dai�iel�rtiz Mailing Address : 338 E River Avenue,Orange,CA 9286G Email : Ui�d1023 a?sbc�lobal.net '7-A Comment :Thauk You Add me to project notification list`? : Yes i 16 LETTER7 Date: July 13,2015 Daniel Ortiz 338 E. River Avenue Orange, CA 92866 Email: bigd1023@sbcglobal.net Response to Comment 7-A. This comment does not raise an environmental issue or address the adequacy of the Draft Initial Study; therefare, no further response is necessary. The cominent will be forwarded to the City's Design Review Committee,Planning Commission and City Council for consideration. 17 Frorn:Webmaster Sent:Wednesday,July 8,2015 6:01 PM To:lennifer Le Subject:Comment Form Submission Nanie: I{evin Black Mailing Address :233 s Iemon st apt f orange,CA 92866 Email :kev�8us(a�v�ilioacom Comment:i went Uecause i was all ready there but left but the only people who where the eatl�er worked for the g-A city or for octa Add me to project notification list'? :Yes 1 I$ LETTER 8 Date: July 8, 2015 Kevin Black 233 S. Leinon St.,Apt F Orange, CA 92866 Einail: kev48us@yahoo.com Response to Comment 8-A. This comment does not raise an environxnental issue or address the adequacy of the Draft Initial Study; therefore, no further response is necessary. The comment will be forwarded to the Ciry's Design Review Committee,Planning Commission and City Council for consideration. 19 From:Webmaster Sent:Tuesday,July 7,2015 11:56 AM To:Jennifer Le Subject:Comment Form Submission Naiiie : Donice Oden Mail'uig Address : 173 So. lime St. Email : Donice33r'�auail.com 9-A Comment :Thank you for update Add me to project notification list'? : Yes i 20 LETTER9 Date: July 7, 2015 Donice Oden 173 South Lime Street Orange, CA 92866 Email: Donice33@ginail.com Response to Comment 9-A. This comment does not raise an environmental issue or address the adequacy of the Draft Initial Study; therefore, no further response is necessary. The comment will be forwarded to the City's Design Review Committee,Planning Commission and City Council for consideration. 21 From:Webmaster Sent:Tuesday,July 7,2015 10:31 AM To:Jennifer Le Subject:Comment Form Submission Nanie : ll�fary Anne MailinD Address :292 N.Cambridge Str•eet Email :skornanich(1sbc�lobal.net Conunent:I'm all for more parkuig downtown Uut the architectural design of the structure must be compatiUle 10-A with historic district.There are good eYainples from other communities. Add me to project notification IisY? :Yes 1 22 LETTER 10 Date: July 7,2015 Mary Anne 292 N. Cambridge Street Orange, CA 92866 Email: skorpanich@sbcglobal.net Response to Comment 10-A. The project has been designed to comply with the U.S. Secretary of the Interior's (SOI) Standards, Historic Preservation Standards for Old Towne Orange (Old Towne Design Standards), Santa Fe Depot Specific Plan Design Guidelines, and Desib Standards for the Amendment to the Southwest Project Area (Southwest Design Standards). The Design Standards establish standards related to mass, scale, height, proportion, design emphasis, compatible materials, setbacks and other issues. The pur�ose of the standards is to ensure high quality and compatible new development. As described in Section 1. Aesthetics (see page 59) the project is generally compatible with surrounding development and neighborhoods. The project site is located in a"transitional" area of the historic dist�ict where residential and smaller-scale commercial buildings transition to and are interspersed with large industrial, commercial and institutional buildings. The parking structure design draws from and is compatible with several historic industrial and corrunercial buildings located within three blocks of the project site in terms of size, scale, mass and width, design elements and materials. These structures include the Ice House (160 S. Cypress), Western Cordage Building (501 W. Palm Avenue), and the Packinghouses(such as those at 128 S Cypress,426 West Almond, and 350 N. Cypress). As described and analyzed in Section 10. Land Use/Planning (see pages 115 through 125), the project is consistent with Santa Fe Depot Specific Plan Design Guidelines, the Old Towne Design Standards, and Southwest Design Standards. In addition to the building's elements of size, scale, mass and width, the project design includes a palette of materials used historically in the Specific Plan area. Brick is a common exterior building material among the commercial and industrial buildings in the historic districts, and the immediate environs of the project site. The color and texture of the historic brick ranges from red to buff, with surface finishes associated with natural weathering to sandblasting. The proposed bricic color palette has been selected to closely reference nearby structures. In addition to the colors and materials, the project incorporates fenestration that references adjacent commercial buildings, with storefront sryle mullions that mimic those found on windows of historic commercial buildings southwest of the project site. While these openings will not be filled with glass, the size, shape, and detailing of the openings are compatible with surrounding historic commercial development. The setback is in keeping with the prescribed setback and is consistent with the zero setback of non- residential buildings commonly found in the Old Towne Design Zone. Non-residential buildings in the immediate vicinity are built to the property line. Based on these considerations, the project's design has been detennined to be compatible with the Historic District. Please refer to Initial Study Section 5 Cultural Resources (pages 33-41) and Section 10 Land Use/Planning (pages 74-84) for a detailed analysis of the project design's compatibility with applicable design standards and existing features in the Historic District. 23 From:Webmaster Sent:Tuesday,July 7,2015 9:19 AM To:Jennifer Le Subject:Comment Form Submission Name : Rich Gale Mliling Address : 213 N Grand, Orange,CA Emai� :re,�leta�m}_provident.com 11-A Conunent :I thinlc it is a wonderful idea, and desperately needed! Add me to project notification list'? : Yes 1 24 LETTER 11 Date: July 7,2015 Rich Gale 215 N. Grand St. Orange, CA 92866 Email: rgale@inyprovident.com Response to Comment 11-A. This cormnent does not raise an environmental issue or address the adequacy of the Draft Initial Study; therefore, no further response is necessary. The comment will be forwarded to the Ciry's Design Review Committee,Planning Commission and City Council for consideration. 25 From:Webmaster Sent:Tuesday,July 7,2015 9:14 AM To:Jennifer Le Subject:Comment Form Submission Name : Cheryl Gale Mailing Address :215 N.Grand St.,Orange Email : charVIIOI�ZI'1�Q11Z(2�email.com 12-A Comment:Yeah,I'm all for anythuig that provides more pu•ki�ig! Add me to project notification list'? :Ye.� i 26 LETTER 12 Date: July 7,2015 Cheryl Gale 215 N. Grand St. Orange, CA 92866 Email: cherylrobertsgale@gmail.com Response to Comment 12-A. This comment does not raise an environmental issue or address the adequacy of the Draft Initial Study; therefare, no further response is necessary. The corrunent will be forwarded to the City's Design Review Committee,Planning Commission and City Council for consideration. 27 From:Webmaster Sent:Monday,July 6,2015 10:02 PM To:Jennifer Le Subject:Comment Form Submission Name : Josh McIntosh Mailing Address : 10832 Stantord Ave Garden Grove,CA 92840 Email : dl�ltivno!dtValtoacom 13-A Comment:Please retain the historical integrity of this area.Don't kill a mocl:ingUircl. Add me to project notification list'? : Yes i 2g LETTER 13 Date: July 6,2015 Josh McIntosh 10832 Stanford Avenue Garden Grove, CA 92840 Einail: djgummo@yahoo.com Response to Comment 13-A. The Initial Study provides an analysis of the project's potential effects (both direct and indirect) to historic resources. Regarding direct effects, the proposed project will be required to comply with the SOI Standards, Old Towne Design Standards, Santa Fe Depot Specific Plan Design Guidelines for Historic Buildings, and Southwest Design Standards. The analysis of the proposed project design by an Architectural Historian indicates that the project is consistent with these guidelines and standards (Appendix C of this Initial Study). As described in Section 1. Aesthetics (see page 59) the project is generally compatible with surrounding development and neighborhoods. The project site is located in a "transitional" area of the historic district where residential and smaller-scale commercial buildings transition to and are interspersed with large industrial, commercial and institutional buildings. The parking structure design draws from and is coinpatible with several historic industrial and commercial buildings located within three blocks of the project site in terms of size, scale, mass and width, design elements and materials. These structures include the Ice House (160 S. Cypress), Western Cordage Building (501 W. Palm Avenue), and the Packinghouses (such as those at 128 S Cypress, 426 West Almond, and 350 N. Cypress). As described and analyzed in Section 10. Land Use/Planning (see pages 115 through 125), the project is consistent with Santa Fe Depot Specific Plan Design Guidelines, the Old Towne Design Standards, and Southwest Design Standards. In addition to the building's elements of size, scale, mass and width, the project design includes a palette of rriaterials used historically in the Specific Plan area. Brick is a common exterior building material among the commercial and industrial buildings in the historic districts, and the immediate environs of the project site. The color and texture of the historic brick ranges from red to buff, with surface finishes associated with natural weathering to sandblasting. The proposed brick color palette has been selected to closely reference nearby structures. In addition to the colors and materials, the project incorporates feneshation that references adjacent commercial buildings, with storefront style inullions that iniinic those found on windows of historic commercial buildings southwest of the project site. While these o�enings will not be filled with glass, the size, shape, and detailing of the openings are compatible with sunounding historic commercial development. The setback is in keeping with the prescribed setback and is consistent with the zero setback of non- residential buildings commonly found in the Old Towne Design Zone. Non-residential buildings in the immediate vicinity are built to the property line. To ensure that the design of the project maintains confonnance with the SOI standards and other design standards from the schematic design phase through construction, Mitigation Measure CR-1 is required. This measure obligates the City to retain an architectural historian or historic architect qualified per the Secretary of Interior's Professional Qualifications Standards to review construction plans prior to award of a construction contract. This measure ensures the project's continued confoi7nance with the SOI standards and a less than significant impacts to the historic district. Regarding indirect effects, the proposed project has the potential to cause indirect impacts on the historic districts through vibrations that may be caused during construction or operation of the parking structure. 29 The Noise and Vibration Assessment (Appendix D of this Initial Study, also discussed in Section 12 Noise of this Initial Study) for the project found that there are no likely vibration impacts from the operation of the parking structure. However, vibration during project construction has the potential to result in an indirect effect to historic resources within the historic districts. The Noise and Vibration Assessment identified three buildings within the local and NRHP Old Towne Orange Historic Districts that have the potential to be damaged by construction vibration. Of those three buildings, all are located on N. Cypress Street, and two are contributors to both the local and NRHP historic districts: 153 N. Cypress Street and 185 N. Cypress Street. As such, construction of the parking structure has the potential to result in an indirect impact under CEQA. However,with implementation of Mitigation Measure CR-2, this impact would be reduced to a less than significant level. Mitigation Measure CR-2 requires pre- and post-construction surveys of potentially affected historic buildings and repair of any damage resulting from the project in accordance with the SOI standards. Overall, the project has been designed to be compatible with the historic district and to ensure any impacts to the historic integrity or context of the area are minimized and reduced to a less than significant level. 30 From:Webmaster 5ent:Monday,July 6,2015 12:43 PM To:Jennifer Le Subject:Comment Form Submission Natne :Marilyn Rollins Mailuig Address :38�7 Birch#202,NB,CA 92G60 Email :mrollinsocde(��,�ahoacom 14-A Conuneut:Yes,I plan to attend this meeting Add me to project notification list`? :Yes � 31 LETTER 14 Date: July 6,2015 Marilyn Rollins 3850 Birch#202 Newport Beach, CA 92660 Email: mrollinsocde@yahoo.com Response to Comment 14-A. This comment does not raise an environmental issue or address the adequacy of the Draft Initial Study; therefore, no further response is necessary. The comment will be forwarded to the City's Design Review Committee,Planning Commission and City Council for consideration. 32 From:Webmaster Sent:Monday,July 6,2015 9:46 AM To:Jennifer Le Subject:Comment Form Submission Naine :philip iutollaina Ivlailing Address :2G7 N Quail Lane Orange CA 92869 Email :�iilip.nitollama��maiLc:om 15-A Conuiient:Tlus is a great benefit to the City of Orange and to all metrolinlc train users. Add me to project notification list`? : Yes i 33 LETTER 15 Date: July 6,2015 Philip Nitollama 267 N. Quail Lane Orange, CA 92869 Email: Philip.nitollama@gmail.com Response to Comment 15-A. This comment does not raise an environmental issue or address the adequacy of the Draft Initial Study; therefore, no further response is necessary. The comment will be forwarded to the City's Design Review Committee,Planning Commission and City Council for consideration. 34 From:Webmaster Sent:Monday,July 6,2015 9:30 AM To:Jennifer Le Subject:Comment Form Submission Name :Jeffrey Fielding Mailing Address : 5928 E�Vest View Dr.,Ora�ige,CA 92869 Email : ieffrevaficlding��hotmail.com Comment:The parking lot on which the stnicture is to Ue built is never full. I object to spending taY dollars on 16-A this project for which there is no legitimate need. Add me to project notification list'? :No 1 35 LETTER 16 Date: July 6,2015 Jeffrey Fielding 5928 E.West View Dr. Orange, CA 92869 Email:jeffreyafielding@hotmail.com Response to Comment 16-A. Based on a parking utilization survey conducted in 2013 at the Lemon Street parking lot, 95% of the parking spaces in the lot were occupied during weekday peak use times and 67%of the parking spaces in the lot were occupied during weekend peak use times. While the existing level of vehicle occupancy on the surface parking lot may vary depending on factors such as the time of day, day of the week, and season, the proposed parking structure is intended to accommodate both the existing parking demand and parking demand anticipated in future years based on projections associated with the increase in operational service of the Metrolink passenger rail system and the adjacent Metrolink station. This comment will be forwarded to the City's Design Review Committee, Planning Commission and City Council for consideration. 36 From:Webmaster 5ent:friday,June 26,2015 3:15 PM To:Jennifer Le Subject:Comment Form Submission Name: I..ionor Solorio tviailin�flddress : l 85 n. cypress st.,orange,ca 92�i�6 Email :chito20b2mastcr(d�aol.com Co�nment:��7hat will happen to my Privacy,ti�ore��oise,l�rigirt li�hts faittiz�g into xny Uack yard,et�en�nore tM�an 17-A now,kee in eo le fro�n thro�vin whatever i�rtn in bacl. ard nr xn nei libors ho�ne,Ti�at l�a ens now l��w �vill you dcal wiih thc liomcless pcople il�at are currcntly ni thc back parking loe frotn occupyuig ihc nc�� 1�_B p�u•king. «�hatcver they are smoking,gocs into my backyard and I caiuzot ei�joy my yard due to the smcll.'1'hcy throw trash,luinatc,dcfccatc,at ni i[,ti hiin yell'ui .I havc call thc Oran e Police Dc artmcnt so man�timcs for tliis. �tiot}ier Cance2�a is PUf3T TC RES1'RO(7MS.I�we eYpect and ivant inore�en�le to come the downtow►i at�d to park so tl�ey can cammute,we ii�d public rest�•oon�s.My family l�a.s 6 gen�rations fronz our 17-C home. I luve C'lrattge.I kno�v things do cha��ge,but 1 hope not so mucl�that�rar�ge Iqsses it's charm. Add me to project nozi�cation list'? :Yes i 37 LETTER 17 Date: June 26, 2015 Lionor Solorio 185 N. Cypress St. Orange, CA 92866 Email: chito2002master@aol.com Response to Comment 17-A. Regarding privacy, no openings are proposed on the west side of the structure that would directly face towards the backyard area of the existing adjacent residences along North Cypress Street. Therefore, immediate, or direct views from the ground level and second floors of the structure onto adjacent property would not be available. However, it should be noted that distant views into the rear yards of the residences along North Cypress Street may be available froin the top of the parking structure if people were to make an effort to look over the parapet wall on the top deck. In addition, no noise impact is anticipated to adjacent residential as the structure would not have openings on the west side adjacent to the residential uses. Regarding lighting, as discussed in the Initial Study Section 1. Aesthetics (page 61), lighting would be installed on the top deck of the parking structure for security purposes, using a combination of 14-foot light poles and wall-mounted lights. A photometric analysis a11d design work was conducted to evaluate lighting options that would address security needs while minimizing the potential for a visual impact to areas surrounding the structure. The photometric analysis evaluated two light pole heights (14 foot and 20 foot light pole heights), to analyze the visibility of light poles from locations in Old Towne. This analysis determined that the 14 foot light pole height would meet minimum security lighting levels on the top deck while minimizing the visibility of the light poles to potential viewers from areas surrounding the site, thus minimizing impacts on the historic district and surrounding properties. The 14 foot light pole height is the shortest light pole that can feasibly light the rooftop area while addressing site security. As such, a combination of 14 foot high light poles and wall-mounted lights would be used on the top deck (rather than standard 20 foot high light poles). The photometric analysis prepared for the project indicates that light poles on the parking lot deck would not spill onto adjacent properties. Also, there are no openings on the west side of the structure that would allow light to spill over from the structure on the ground level and second level. Exterior building lighting is also proposed including accent lighting and security lighting at parking structure entrances and exits. Streetlights would also be located along Lemon Street and Maple Avenue and security lighting would be located within the bilce plaza. Any such lighting would be designed to adhere to lighting requirements established by the City's Municipal Code including OMC Chapter 17.12.030 Lighting and OMC Chapter 15.52 Building Security Ordinance. These requirements include shielding to minimize light pollution and limiting lighting spill at residential properties in surrounding neighborhoods. Finally, because there are no openings on the west side of the parking structure, people would be precluded from throwing trash from the structure. Response to Comment 17-B. While the nuisance issues identified in this comment do not constitute a significant environmental impact under CEQA, it should be noted that during construction, the project will install fencing six feet in height, 38 which is designed to preclude huinan intrusion and trespassing, along the periineter boundaries of the construction site. Once the structure is built, access to backyard areas of the adjacent residential properties located on North Cypress Street would be precluded by the equipment/storage area that will be located on the west side, and in the northern portion of the parking structure adjacent to the bike storage area. Also, the proposed project would be designed to comply with Chapter 15.52 of the City's Municipal Code. Chapter 15.52, Building Security Standards, requirements implementation of security measures, which includes security hardware, security lighting and building materials. In addition, the proposed parking structure design integrates the principles of Crime Prevention through Environmental Design (CPTED). The building's location and orientation toward high activity areas encourages natural surveillance while its open interior layout, adequate lighting and surveillance caineras discourage criminal activiry. Further, the Orange Police Department will continue patrols of the parking structure to address any criminal activity. Response to Comment 17-C. This comment does not raise an environmental issue or address the adequacy of the Draft Initial Study; therefore, no further response is necessary. It should be noted that restrooms were not designed into the parking structure due to space constraints and also because there are public restrooms nearby at the Metrolink station. This comment will be forwarded to the City's Design Review Committee, Planning Commission and City Council for consideration. 39 From:Webmaster Sent:Wednesday,June 17,2015 3:18 PM To:Jennifer Le Subject:Comment Form Submission Nauie:ATark Conti Mailing Address : 566 S. Glassell St. Email :mcontir�hfcathedral.or� 18-A Cominent:A rail user Add me to project notification list`? :Yes 1 40 LETTER 18 Date: June 17, 2015 Mark Conti 566 S. Glassell Street Orange, CA 92866 Email: mconti@hfcathedral.org Response to Comment 18-A. This comment does not raise an environmental issue or address the adequacy of the Draft Initial Study; therefore,no further response is necessary. This comment will be forwarded to the City's Design Review Committee,Planning Commission and City Council for consideration. 41 LETTER 19 Date: July 15, 2015 Jeff Frankel Old Towne Preservation Association(OTPA) During the public comment portion of the City's Design Review Committee meeting for preliminary review of the project, Jeff Frankel, OTPA, commented on the project as follows (DRC Minutes for July 15,2015): • OTPA has met with staff and attended the workshop. (Comment 19-A) • OTPA agrees there is a need for parking and this is one of the better locations for this structure. (Comment 19-B) � OTPA had commented on the lighting standards and solar panels on the upper level and those issues have been resolved. (Comment 19-C) • Asked that the elevator towers be relocated and set bacic away from the plane of the building to reduce the mass and height. (Comment 19-D) • Concern there are too many variations of color on the bricks and suggested using 2 or 3 colors instead of 4. They don't want to replicate the Chapman blend. (Comment 19-E) • Commented that the anti-graffiti and standard bricks are close in appearance. (Comment 19-F) • Stated they are not a fan of the wall art and thought it unnecessary. (Comment 19-G) • In the context study of the MND,this building was compared with other buildings that OTPA felt were inappropriate, for example, the Chapman University Law School and Film School. A context study should compare this structure with historic buildings. (Comment 19-H) • They are in support of the project and feel it is a necessity. (Comment 19-I) Response to Comment 19-A(Workshop Attendance) The City appreciates OTPA's participation in the Design Review Committee meeting and has provided written responses to the verbal comments provided by OTPA at the meeting. Please refer to responses to comments 19-B through 19-I. Response to Comment 19-B(Parking) This comment does not raise an environmental issue or address the adequacy of the Draft Initial Study; therefore, no further response is necessary. The comment will be forwarded to the City's Design Review Committee,Planning Commission and City Council for consideration. Response to Comment 19-C (Lighting and Solar Panels) In response to earlier input received from OCTA regarding the proposed parking structure upper level lighting standards and the proposed location of the solar panels, the project was redesigned to address the potential aesthetic concerns identified by OCTA. This comment acknowledges that the issues previously identified by OCTA have been resolved by the redesign of these components of the project. 42 Response to Comment 19-D (Elevator Towers) In response to this comment, the City considered and evaluated the feasibility of a design option that would reduce the width and therefore the mass of the elevator towers. The design option considered would have modified the proposed elevator tower treatment in favor of a minimal treatment that encloses the elevator itself and provides only a canopy for protection from the elements. However, after further evaluation, this modification has been determined to be infeasible. The further evaluation confirms that the location of the elevator towers are designed as is for space efficiency reasons and to coinply with Building Code requirements;therefore, the location cannot reasonably be modified. Response to Comment 19-E(Brick Colors) This comment makes a design material suggestion and does not raise an environmental issue or address the adequacy of the Draft Initial Study; therefore, no further response is necessary. The comment will be forwarded to the City's Design Review Committee, Planning Commission and City Council for consideration. Based on this comment, the City is considering a modification that siinplifies the brick color palette. Ultimately,the brick palette will be decided by the City Council at the time of project approval. Response to Comment 19-F(Anti-Graffiti and Colored Bricks) This comment makes a design material suggestion and does not raise an environmental issue or address the adequacy of the Draft Initial Study; therefare, no further response is necessary. The coriunent will be forwarded to the City's Design Review Committee, Planning Commission and City Council for consideration. Based on this comment, the City is considering a modification that simplifies the brick color palette. Ultimately, the brick palette will be decided by the City Council at the time of proj ect approval. Response to Comment 19-G(Wall Art) In response to this comment, the City is considering removing the public art component from the project and utilizing greenscreens/landscaping in its place. The Project Description of the IS/MND has been revised to reflect this design option. The inclusion of the greenscreens/landscaping as an option to public art would not alter the aesthetic character of the structure, and these features are also considered compatible with all the applicable design guidelines for the structure as evaluated in detail in the IS/MND. This conclusion is consistent with the conclusions reached in the draft MND that was circulated for public review. Revisions to the MND are minor and result in no new significant impacts and no new mitigation measures. Ultimately, the City Council will decide whether public art ar green screens are utilized in the design at the time of project approval. Response to Comment 19-H(Context Study) The City considers the evaluation of the proposed parking structure's coinpatibiliry in terms of, building height, mass, and scale with all existing structures(both historic and modern)as appropriate given that the context of the proposed parking structure is within a setting that contains both inodern and historic structures. While the context study does include some modern structures, including those referenced in this comment (Chapman University Law School and Film School) as a basis of comparison, the study also references many other existing historic structures. The area surrounding the project site contains a mix of residential, retail and restaurant uses, professional offices, industrial, and institutional uses. This area has experienced a recent revitalization with new restaurants and retail stores locating in the historic 43 downtown core. The project site itself is located within a "transitional" area of the historic district,where residential and smaller-scale commercial buildings t�ansition to and are interspersed with large industrial, commercial and institutional buildings. Several examples of those large buildings axe located within three blocks of the project site, especially along the rail corridor. Examples include: the Ice House, located at 160 S. Cypress, which is a historic concrete industrial building constructed c. 1930; Western Cordage Building, located at 501 W. Palm, which is a historic two-story bricic industrial building constructed c. 1920; 128 S. Cypress, which is a historic concrete industrial packing house constructed c. 1909 in the Mission Revival style; 426 W. Almond, which is a historic concrete industrial packing house constructed c. 1924; and 350 N. Cypress, which is a historic concrete industrial packing house constructed in 1919 with a 1933 addition. The City of Orange adopted design guidelines in 1995 (latest revision in 1999)to protect the historic and axchitectural resources which contribute to the cultural richness of Orange (Ciry of Orange 1995). The Old Towne Design Standards require consideration of a project's compatibility with surrounding development and neighborhoods, adequacy of screening/buffering, landscaping, signs, and streetscape. The design standards include that "The development shall be consistent in size, scale and context with surrounding development." Therefore, the evaluation of the project in the context of both historic and modern buildings is considered to be appropriate. Response to Comment 19-I(Support of Project) This comment does not raise an environmental issue or address the adequacy of the Draft Initial Study; therefore, no further response is necessary. The comment will be forwarded to the City's Design Review Committee, Planning Commission and City Council for consideration. 44 METROLINK PARHING STRUCTURE INITIAL STUDY/NLITIGATED NEGATIVE DECLARATION Proiect Title: Reference Application Numbers: Metrolink Parking Structure Zone Change No. 1275-14 Major Site Plan No. 649-10 Design Review No.4675-13 Parcel Map No. 0005-14 MND No. 1832-14 Lead A�encY' Contact Person and Telephone No.: City of Orange Jennifer(McDonald)Le, Acting Principal 300 East Chapman Avenue Planner/Environmental Review Coordinatar Orange, CA 92866 Community Development Department Phone: (714) 744-7238 Proiect Proponent and Address: Contact Person and Telephone No.: City of Orange Lisa Kim, Acting Economic Development 300 East Chapman Avenue Manager Orange, CA 92866 Phone: (714) 288-2207 Proiect Location: The project site is located at 130 North Lemon Street in the City of Orange, Orange County, California (Figure 1). The project site is generally botulded by Maple Avenue on the north, Lemon Street on the east, and Chapman Avenue on the south. Existing General Plan Designation: Existin�Zoning Classification: Old Towne Mixed Use(6-15 du/acre; 0.5-1.0 FAR) Santa Fe Depot Specific Plan Public Institution Old Towne Mixed Use-15 45 Existing Site Conditions: The project site is located in the southwestern portion of the City of Orange, within the Ciry's National Register-listed and locally designated Old Towne Orange Historic District (approximately one square mile in area). The project site is generally bounded by Maple Avenue on the north, Lemon Street on the east, Cypress Street further to the west, and Chapman Avenue on the south(Figure 2). Regional vehicular access to the project site is provided via the Garden Grove Freeway(State Route 22 or SR-22), the Costa Mesa Freeway (State Route 55 or SR-55), and the Orange Freeway (State Route 57 or SR-57). Local access to the project site is provided via Maple Avenue, Lemon Street, and Chapman Avenue. The site has a General Plan designation of Old Towne Mixed Use (OTMIX-15), (6 to 15 dwelling units per acre, maximum 0.5-1.0 FAR) and is within the Uoundaries of the Santa Fe Depot Specific Plan area. The project site is zoned Public Institution (PI) and Old Towne Mixed Use (OTMU-15) under the Specific Plan. Figures 3 and 4 depict the General Plan land use and zoning designations of the project site,respectively. The project site is located on 1.73 acres and is currently used as a 172-space public surface parking lot. The site is paved with striped parking spaces, planters, landscaping, lighting and perimeter fencing and walls. The project site is owned by the City of Orange. Surrounding Land Uses: The project site is located in an urbanized setting with the surrounding zoning consisting of OTMU-15 and PI. The project area contains a mix of residential,retail and restaurant uses,professional offices, and institutional uses. The Orange Transportation Center(OTC) is located approximately 300 feet west of the project site. The OTC serves as a Metrolink station and also a regional hub far Orange County Transportation Authority (OCTA)bus services. The OTC has been operated as a passenger rail hub since the late 1800s and the Santa Fe Depot station building (constructed in 1938) is recognized as one of Orange's historic landmarks. There is an onsite restaurant at the Depot station building, as well as public restrooms and ticketing and vending machines. A pedestrian undercrossing exists at the station to more easily and safely facilitate passenger movements between the east and west sides of the tracks. The area surrounding the project site has experienced a recent revitalization with new restaurants and retail stores locating in the historic downtown core. Chapman University (a private university) has also expanded its facilities on the blocks immediately north of OTC in recent years. Project DescriUtion: Metrolink Parking Structure The project site is 1.73 acres in size and is comprised of the proposed parking structure site (1.23 acres) and the adjacent construction staging area(0.5 acres)to the south(Figure 5). The proposed project would involve the removal of the existing 172-space public surface parking lot to construct a five-level parking structure, with two subterranean levels, one at-grade level, and two above-grade levels on the 1.23-acre portion of the project site. Parkin The new parking structure would provide parking to serve transit users and the general public in the City's Old Towne area. The parking structure would provide 611 parking spaces, with 500 dedicated for transit users(Metrolink)and 111 spaces for general use. 46 Access Access to the parking sh-ucture would be provided via iwo driveways, one on Lemon Street and one on Maple Avenue. Lemon Street would be restriped within existing right of way to add a left turn pocket at the Lemon Street driveway. To accommodate the left turn pocket, approximately six on-street parking spaces would be removed on a portion of Lemon Street on both the east and west sides. Buildin�Design The proposed structure height would be up to 28 feet and would be clad with a brick veneer exterior wall finish to blend in with the historic masonry coirunercial and industrial buildings in the surrounding area. The structure openings would be squared off with metal mullions and echo the style of window openings found on inany coinmercial buildings in the Old Towne area. Brick pilasters with a precast concrete base would be incorporated on all four structure elevations. Historically-referenced public art is proposed along the east elevation of the parking structure and would be down-lit with historically referenced gooseneck lighting. As a design option, the City may utilize a combination of greenscreens and landscaping instead of public art. Parking structure access points would be accented with metal canopies. Two elevator towers are proposed at the north and south ends of the structure (maximum height of 41 feet) and would be finished with glass panels to maximize visibility and security. Flush-mounted photovoltaic panels are proposed on the top deck of the parking structure to generate power for the structure. The panels would be flush-mounted on top of the two elevator towers and on the parking structure's top deck located on a ramp cover that is positioned below the top of the parapet. Lighting would also be installed on the top deck for security purposes, using a combination of 14-foot light poles and wall-mounted lights. Please refer to Appendix A of this Initial Study to view the civil drawings, landscape drawings, and architectural drawings prepared for the proposed project. Figures 6 tlirough 8 depict the views of the parking structure from perspective views. Figure 6 depicts a view of the parking structure from Lemon Street and south of Chapman Avenue. Figure 7 illustrates a view of the parking structure from the corner of Lemon Street and Maple Avenue. Figure 8 depicts a view of the parking structure froin the corner of Cypress Street and Maple Avenue. Equipment Stora�e As depicted in Figure 5, an equipment/storage area is proposed on the northwest side of the parking structure off of Maple Avenue and will house a Southern California Edison transforxner. The enclosure will either reuse the existing block wall at the western property line, or the City will demolish the existing block wall and construct a new enclosure wall. If a new enclosure wall is constructed within five feet of the property line at 185 N. Cypress, it would be constructed at the same height as the existing wall. Bicvcle Plaza A bicycle plaza that would accommodate City bike lockers and bike racks would be included in the project along Maple Avenue immediately west of the parlcing structure. The bike plaza includes decorative paving, landscaping, lighting, a canopy, bike lockers and bike racks. Flush-mounted photovoltaic panels are proposed on top of the bicycle plaza canopy and are designed in a manner that they will not be substantially visible from the street. Street and Utilit�Improvements The proposed project includes construction of a new sidewalk, curb and gutter, and installation of street trees and Acorn style light standards along Leinon Street and Maple Avenue where the parking structure interfaces with the sidewalk. The project also includes storm drain, water and sewer lateral connections to existing City utiliry lines located in Lemon Street and Maple Avenue. A connection between the proposed Southern California Edison (SCE) transformer and existing SCE electrical line in Maple Avenue is also proposed. In addition, an existing bus stop would be relocated approximately 175 feet north on Lemon Street. A Class III bike lane would also be established on Lemon Street between 47 Chapman Avenue and Maple Avenue, consistent with the City Master Plan for Recreational Trails and Bikeways. Water quality treatment features are proposed on the site within the bilce plaza and in the area south of the parking structure (i.e. within the portion of the site to be used for construction staging). The proposed Parcel Map for the project establishes appropriate easements for public street and utility purposes within the portion of the site to be used for construction staging. Site landscaping is concentrated on the east and north project site frontages along Maple Avenue and Lemon Street. Proiect Construction: Construction Phases Construction of the parking structure involves the following construction phases: • Demolition, • Site Preparation, • Grading, • Building Construction, • Paving, and • Coating The demolition phase of construction involves the reinoval of approximately 500 tons of asphalt and base currently covering the existing parking lot. Grading and excavation will be required to accommodate the two proposed subterranean parking levels. Depth of excavation would be approximately 30 feet below the existing surface and will require shoring of the excavation area. Depth of disturbance related to installation of the shoring system and structural components will extend beyond to an estimated 60 feet below ground surface. The excavation phase will involve removal and export of approximately 50,500 cubic yards of earth materials. Street Closures During construction, short-term temporary street or lane closures on Lemon Street and Maple Avenue will be needed to accommodate installation of utility connections in City streets. Temparary detours to adjacent streets would be implemented as needed. Standard traffic control, dust control, and erosion control measures would be implemented throughout construction. Construction Sta�ing During construction, the property immediately south of the planned parking structure would be made available for construction staging. The staging area is approximately 0.50-acre in size. The property is currently used as a public surface parking lot. Portions of the staging area would be cleared of above- ground surface parking lot improvements, including removal of parking lot lighting, landscaping and planters. Gravel would be placed over any exposed soil on site for dust control purposes. Following use of the property for construction staging,the property would be fenced and left as is. During construction, the project site would not be available for public parking. During that time, parking lot users would be required to park at one of the several other parking facilities that are distributed throughout the Old Towne area. Construction Schedule The construction duration for the proposed project is estiinated at 12 months and is projected to begin in 2015 with construction completion in 2016. 48 Discretionary Actions: Discretionary actions far the project include: • Zone Change No. 1275-14. The Zone Change would re-zone the project site from PI to OTMU- 15 in order to be consistent with the OTMU General Plan land use designation. It should be noted that public parking is an allowed use in both the PI and OTMU-15 zoning districts. Therefore, the zoue change is not required in arder to implement the project, but is rather proposed to clean-up the existing General Plan-zoning inconsistency on the project site. • Parcel Map 0005-14. The Parcel Map would merge and reorganize the parcel lines on the project site per the Subdivision Map Act and the procedures in the Orange Municipal Code (OMC) Title 16. There are currently 12 individual lots on the project site. After project, the project site would contain four lots whose boundaries coincide with the limits of the bike plaza area, parking structure, and construction staging area. Public street and utility easements would also be established with the Parcel Map. • Major Site Plan Review No. 649-14. Major Site Plan Review is undertaken for large new construction projects per OMC Section 17.10.060. • Desi�n Review No. 4675-14. Design Review is undertaken for new construction projects in Old Towne per OMC Section 17.10.070. • Miti�ated Negative Declaration No. 1832-14. Environmental review is required in order to comply with the California Environmental Quality Act(CEQA),per OMC Section 17.10.080. • Project Approvals. The City is responsible for the design, partial funding, construction and operation of the Parking Structure project. Project approvals include but are not liinited to, funding approvals; bid and award of construction management contracts; bid and award of const�-uction contracts, approval of encroachment permits including traffic control plans during construction,and approval of transportation and hauling permits during construction. Other Public Agencies Whose Approval is Required: • Orange County Transportation Authorit�OCTA). The project is funded in part with Measure M and State Transportation Improveinent Program (STIP) funds overseen by OCTA. STIP fund allocations are ultimately approved by the California Transportation Commission (CTC). Therefore, OCTA and CTC have approval authority over project funding. The City will also coordinate with OCTA related to relocation of a bus stop on Lemon Street. • Successor Agencv to the Orange Redevelopment A�ency (Successor A�encv). The project is funded in part with Redevelopment Bond proceeds. Therefore, the Successor Agency will have approval authority over project funding. • Oversi�ht Board of the Orange Successor Arencv to the Oran�e Redevelopment A�encv (Oversi�ht Board). The Oversight Board has approval authority over the Successor Agency actions related to Redevelopment Bond proceeds. Therefore, the Oversight Board will have approval authority over project funding. • California Department of Finance (DOF). DOF has approval authority over Oversight Board actions related to project funding. 49 • Federal Transit Administration(FTA). The project is also funded in part with federal Congestion Mitigation and Air Quality (CMAQ) funds administered by FTA. Therefore, FTA may have approval authority over project funding. As such, FTA will also have "lead agency" status for purposes of National Environmental Policy Act (NEPA) compliance. NEPA compliance documents have been prepared as a separate but concunent effort, in coordination with OCTA and FTA. Initial Studv Prepared bv: HDR Engineering,Inc. 3230 El Camino Real, Suite 200 Irvine, CA 92602-1377 Scheduled Public Meetin�s or Hearings: A "Town Hall Meeting" for the project will be held on Wednesday, July 8, 2015 from 5:30 P.M. to 7:00 P.M. in the Community Room at the Orange Main Library and History Center addressed 407 E. Chapman Avenue,Orange, CA 92866. This Initial Study/Mitigated Negative Declaration (MND) will be considered for approval along with the project's entitlements and schematic design plans at a noticed public hearing,which will be scheduled and noticed at a later date. 50 �`. . . ;^',r4-:» t: � r'x�`- : .�' ., ��- i "- ,f` '""„'+�P+�'^v {'.: .y. �� { < j'� �, 0 35 ,r. �� '`��+�i�,«" � R,P"°'. t�� Sr� 2 •' - . a F _ � ,�y,+ & �` A�� . ' � , . z�Y y. ,i.s s �.. �` � � � ��i � , : � � r,rr�n-�- ;�..�- :«5.�-�. � _ y . , , : - , ,.,, e - - . .. ; �; :��Y .� " 21��f � �i �3 . � t ,� ..ra 1. � . ' _j . C' , �." "�"4 � • ;� i'� .� y `Iq' � ' i':;S' ?�0 �q,� - P-'- i.. ei.} ,� . . . . - 1FlY7W!'. . . . �•.,.7 J, /! 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ENVIRONMENTAL FACTORS POTENTIALLY AFFECTED The envirorunental factors checked below would be potentially affected by this project, involving at least one impact that is a "Potentially Significant Impact" or "Less Than Significant with Mitigation Incorporated"as indicated by the checklist on the following pages. ❑ Aesthetics ❑ Agriculture&Forest Resources ❑Air Quality �Biological Resources � Cultural Resowces ❑ Geology/Soils ❑ Greenhouse Gas Emissions ❑ Hazards &Hazardous Materials ❑ Hydrology/Water Quality ❑ Land Use/Planning ❑ Mineral Resoluces �Noise ❑ Population/Housing ❑ Public Services ❑ Recreation � Transportation/Traffic ❑ Utilities/Service Systems � Mandatory Findings of Significance DETERMINATION.On the basis of this initial evaluation: 1. I find that the project could not have a significant effect on the environment, and a ❑ NEGATIVE DECLARATION will be prepared. 2. I find that although the proposed project could have a significant effect on the enviromnent, � there will not be a significant effect in this case because revisions in the project have been made by or agreed to by the project proponent. A MITIGATED NEGATIVE DECLARATION will be prepared. 3. I find that proposed project may hade a significant effect on the environment, and an ❑ ENVIRONMENTAL IMPACT REPORT is required. 4. I find that the proposed project may have a "potentially significant impact" or "potentially ❑ significant unless mitigated impact" on the environment, but at least one effect 1) has been adequately analyzed in an earlier document pursuant to applicable legal standards, and 2) has been addressed by mitigation measiues based on the earlier analysis as described on attached sheets. An ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only the effects that remain to be addressed. 5. I find that although the proposed project could have a significant effect on the environment, ❑ because all potentially significant effects (a) have been analyzed adequately in an earlier EIR or Negative Declaration pursuant to applicable standards, and (b) have been avoided or mitigated pursuant to an earlier EIR or Negative Declaration, including revisions or initigation ineasures that are imposed upon the proposed project,nothing further is required. " � �,� gl2u� S Enviroental Review Coordinator Date —r 59 EVALUATION OF ENVIRONMENTAL IMPACTS: 1. A brief explanation is required for all answers except "No Impact" answers that are adequately supported by the information sources a lead agency cites in the parentheses following each question. A "No Impact" answer is adequately supported if the referenced information sources show that the impact simply does not apply to projects like the one involved (e.g, the project falls outside a fault rupture zone). A "No Impact" answer should be explained where it is based on project-specific factors as well as general standards (e.g., the project will not expose sensitive receptors to pollutants,based on a project-specific screening analysis). 2. All answers must take account of the whole action involved, including off-site as well as on-site, cumulative as well as project-level, indirect as well as direct, and construction as well as operational impacts. 3. Once the lead agency has deternuned that a particular physical impact may occur, then the checklist answers must indicate whether the impact is potentially significant, less than significant with mitigation, or less than significant. "Potentially Significant Impact"is appropriate if there is substantial evidence that an effect may be significant. If there are one or more"Potentially Significant Impact"entries when the determination is made,an EIR is required. 4. "Negative Declaration Less Than Significant With Mitigation Incorporated"applies where the incorporation of mitigation measures has reduced an effect from "Potentially Signi�cant Impact" to a "Less Than Significant Impact". The lead agency must describe the mitigation measures,and briefly explain how they reduce the effect to a less than significant level (mitigation measures fi•om earlier analyses may be cross-referenced, as discussed below). 5. Earlier analyses may be used where,pursuant to the tiering,program EIR,or other CEQA process,an effect has been adequately analyzed in an earlier EIR or negative declaration. Section 15063 (c)(3)(D). In this case, a brief discussion should identity the following: a. Earlier Analysis Used. Identify and state where they are available for review. b. Impacts Adequately Addressed. Identify which effects from the above checklist were within the scope of and adequately analyzed in an earlier document pursuant to applicable legal standards, and state whether such effects were addressed by mitigation measures based on the earlier analysis. c. Mitigation Measures. For effects that are "Less than Significant with Mitigation Measures Incorporated", describe the mitigation measures which were incorporated or refined from the earlier document and the extent to which they address site-specific conditions for the project. 6. Lead agencies are encouraged to incorporate into the checklist references to information sources for potential impacts (e.g., general plans, zoning ordinances). Reference to a previously prepared or outside document should,where appropriate,include a reference to the page or pages where the statement is substantiated. 7. Supporting Information Sources: A source list should be attached, and other sources used or individuals contacted should be cited in the discussion. 8. This is only a suggested form, and lead agencies are free to use different formats; however, lead agencies should normally address the questions from this checklist that are relevant to a project's environmental effects in whatever format is selected. 9. The explanation of each issue should identify: a. The significance criteria or tlueshold,if any,used to evaluate each question;and b. The mitigation measure identified,if any,to reduce the impact to less than significance. 60 CHECKLIST OF ENVIRONMENTAL IMPACT ISSUES: Less than Significant Potentially With Less Than Sign�cant Mitigation Significant No 1. AESTHETICS. Would the project: �Npa�t Inwrporated Impact Impact a Have a substantial adverse effect on a scenic vista? ❑ ❑ � ❑ (b) Substantially damage scenic resources,including,but not limited to,trees, � � � � rock outcro in s,and historic buildings within a state scenic hi hway? (c) Substantially degrade the existing visual character or quality of the site � � � � and its surroundin s? (d) Create a new source of substantial light or glare which would adversely � � � � affect da or nighttime views in the area? Impact Analvsis: (a) The proposed project is located within the Santa Fe Depot Specific Plan Area. According to the previously certified Final Envirorunental Impact Report for the Santa Fe Depot Specific Plan Update (SCH No. 2009101033), due to the relatively level topography and developed condition of the surrounding properties, there are no officially designated scenic vistas or views on-site or in the project vicinity. Further, the Ciry of Orange General Plan (2010) defines scenic vistas as those "...hillsides, ridgelines or open space areas that provide a unifying visual backdrop to the urban environment" and further identifies Santiago Canyon Road east of Jamboree as a potential City scenic highway. The project site does not contain hillsides,ridgelines or open space and is located several miles from Santiago Canyon at Jamboree. Therefore,the project would not have a substantial effect on a scenic vista. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (b) The project site is not located within the right of way or viewshed of a state scenic highway. The portions of SR-55 to the east, SR-22 to the south, and SR-57 to the west of the project site are not designated as a state scenic highway (Caltrans 2011). Therefore, the proposed project would not substantially damage scenic resources, including, but not limited to, trees, rock outcroppings, and historic buildings within a state scenic highway. No impact is identified for this issue area. Significance Determination:No impact. Mitigation Measures: No mitigation measures are required. Significance Determination After Mitigation:No impact. (c) The project site is located in an urban setting and is surrounded by existing development comprising a variery of land use types, densities, and building scale. Residential, retail and restaurant uses, professional offices, and institutional uses that are typical of a vibrant downtown setting are located within walking distance of the project site and make up the visual character of the area. The existing visual characteristic of the site is a 172-space paved public surface parking lot with landscaped areas. There ase no structures on the site. Landscaping consists of ornamental trees and shrubs located on the site perimeter, in tree wells and planters. There are no unique or sensitive visual resources on the site. The paved surface parking lot and landscaping will be removed to construct the proposed parking structure. When completed, the visual change at the project site will be that of the previous paved surface parking lot to that of a three-level (one at-grade level and two above-grade levels) 61 structure at a height of up to 28 feet with elevator towers on the north and south elevations not exceeding 41 feet at its highest point. Design Standards The project site is located within the City's National Register of Historic Places (NRHP)-listed Old Towne Orange Historic District and locally designated Old Towne Orange Historic District. Old Towne is recognized for the unique visual character created by its collection of early-period historic buildings and architectural styles. The project has been designed to comply with the U.S. Secretary of the Interior's (SOI) Standards, Historic Preservation Standards for Old Towne Orange (Old Towne Design Standards), Santa Fe Depot Specific Plan Design Guidelines, and Design Standards for the Amendment to the Southwest Project Area (Southwest Design Standards). The Design Standards establish standards related to mass, scale, height, proportion, design emphasis, compatible materials, setbacks and other issues. The purpose of the standards is to ensure high quality and compatible new development. Compliance with the standards is discussed in detail in Section 10 Land Use & Planning. Compliance with the standards and guidelines helps to ensure the project is visually compatible with the surrounding context and does not substantially degrade the existing visual historic character of the area. The project is generally compatible with surrounding development and neighborhoods. The project site is located in a "transitional" area of the historic district where residential and smaller-scale commercial buildings transition to and are interspersed with large industrial, commercial and institutional buildings. The parking structure design draws from and is compatible with several historic industrial and commercial buildings located within three blocks of the project site. Such comparable buildings in terms of size, scale, mass and width, design elements and materials include the Ice House (160 S. Cypress, see Appendix C of this Initial Study, Figure 20 for a representative photograph), Western Cordage Building (501 W. Palm Avenue, see Appendix C,Figures 23a and 23b), the Packinghouses (such as those at 128 S Cypress, 426 West Almond, and 350 N. Cypress, see Appendix C, Figures 18, 21, 24, and 25), 401 W. Chapman (see Appendix C, Figure 38), 418 West Chapman (see Appendix C, Figure 39), and 220 N. Cypress (see Appendix C, Figure 47). Additionally, several examples of large buildings exist on the adjacent Chapman University campus across Maple Avenue from the project site including the 80,000 square foot contemporary Dodge School of Film, and the Digital and Media Arts Center (DMAC) which is an adaptive reuse of an 18,000 square foot histaric industrial building. (Refer to Appendix C, Figures 26 and 47 through 50 of this Initial Study for representative photographs of these structures). The parking structure has been designed to minimize its visual impact by incorparating below ground parking levels and by limiting the structure height so as to be as unobtrusive as possible given the structure's size. The project is consistent in size and scale with the larger historic industrial and commercial buildings in the surrounding area. The scale of the building is similar to other industrial buildings along the railroad corridor within three blocks of the project site, including three historic packing houses, one historic ice house, and other historic industrial and commercial buildings referenced above. The project is generally compatible with surrounding development and neighborhoods. The parking structure massing, exterior finish materials, and fenestration are similar to historic industrial, commercial, and institutional buildings. The brick exterior is of a color palette similar to multiple historic buildings within the project vicinity. The texture and color of the brick, along with the building articulation, offer a pedestrian-scale interface with the sidewalk and surrounding development. The buildings identified as comparable in size, scale, mass and width are characterized by large boxy foims that set them apart from the smaller-scale residential buildings in the area. Therefore, not only is the project consistent with existing large-scale historic industrial, commercial and institutional buildings in proximity to the site, it also shares a similar contextual relationship with adjacent modest historic residential structures. 62 Regarding landscaping, the proposed project will require the removal of 99 ornamental trees on the project site including parking lot trees and street trees. These trees do provide a visual amenity for the streetscape. Although there will be less landscaping onsite,the visual amenity associated with ornamental landscaping along Maple Avenue and Lemon Street will be retained as street trees removed will be replaced with a new landscape theme trees that will compliment the new structure and streetscape. Based on these considerations, the proposed project would not substantially degrade the existing visual character of the site and its surroundings. A less than significant impact is identified for this issue area. Significance Determination: Less than significant. Mitigation Measures:No mitigation ineasures are required. Significance Determination After Mitigation: Less than significant. (d)A significant impact may occur if a project were to innoduce new sources of light or glare on or from the project site which would be incompatible with the area surrounding the project site, or which pose a safety hazald to motorists utilizing adjacent streets or freeways. The project site and surrounding area contain numerous sources of nighttime lighting typical of a downtown urban setting including building lighting, streetlights, security lighting,and automobile headlights. Existin�Regulations City of Orange Municipal Code—Chapter 17.12.030 Lighting Orange Municipal Code Section 17.12.030 provides restrictions with respect to lighting. The following provision shall apply: Lightulg on any premises shall be directed, controlled, screened or shaded in such a manner as not to shine directly on sui�rounding premises. Furthermore, lighting on any residential property shall be controlled so as to prevent glare or direct illumination of any public sidewalk or thoroughfares. City of Orange Municipal Code—Chapter 17.19.080 Mixed Use Development Orange Municipal Code Section 17.19.080(D) provides for lighting standards for projects located in the City's mixed use districts. The following provision shall apply: Lighting standards. Lighting for nonresidential uses shall be designed, located, and shielded to ensure that they do not impact the residential uses. The provisions of Section 17.12.030 shall also apply to mixed use development. City of Orange Municipal Code—Chapter 15.52 Building Security Ordinance Chapter 15.52 of the OMC requires varying degrees of security to be implemented during design and construction of development projects. Section 15.52.090 (J) Special Building Provisions — Commercial contains standards regarding lighting. The following standards shall apply to lighting, address identification and parking areas: 1. The address number of every cominercial building shall be illuminated during the hoius of darlcness so that it shall be easily visible from the street. The numerals in these numbers shall be no less than six inches in height and be of a color contrasting to the background. In addition, any 63 business which affords vehicular access to the rear through any driveway, alleyway or parking lot shall also display the same numbers on the rear of the building. 2. All exterior commercial doors, during the hours of darkness, shall be illuminated with a minimum of one footcandle of light. All exteriar bulbs shall be protected by weather and vandalism resistant cover(s). 3. Open parking lots, and access thereto, providing more than ten parking spaces and for use by the general public, shall be provided with a maintained minimum of one footcandle of light on the parlcing surface from dusk until the termination of business every operating day. Proiect Impacts Li�htin� The project site is located in an existing urbanized area with a variety of existing nighttime lighting sources. The proposed project will involve a change in the existing lighting at the project site as new lighting will be required for parking structure access, safety and security reasons. Lighting would be installed throughout the parking structure and on the top deck of the parking structure specifically for security purposes. The primary concern from a visual impact standpoint is the proposed rooftop lighting on the top level of the structure. In order to evaluate the potential lighting impact, a photometric analysis and design work was conducted to evaluate lighting options that would address security needs while minimizing the potential for a visual impact to areas sui�rounding the structure. The photometric analysis evaluated two light pole heights (14 foot and 20 foot light pole heights), to analyze the visibility of light poles from locations in Old Towne. This analysis determined that the 14 foot light pole height would meet minimum security lighting levels on the top deck while minimizing the visibility of the light poles to potential viewers from areas surrounding the site, thus minimizing impacts on the historic district. The 14 foot light pole height is the shortest light pole that can feasibly light the rooftop area while addressing site security. As such, a combination of 14 foot high light poles and wall-mounted lights would be used on the top deck(rather than standard 20 foot high light poles). The proposed parking structure openings would be squared off with metal mullions and echo the style of window openings found on many commercial buildings in the Old Towne area. The parking structure light would be visible through these openings, including from the surrounding land uses (i.e., residences along Lemon Street). However, residences to the west of the structure would be physically separated by Lemon Street, providing a buffer from any direct light spillage onto these properties. Also, lighting for nonresidential uses would be required to be designed, located, and shielded to ensure that they do not impact the residential uses in compliance with City's Municipal Code Chapter 17.19.080 Mixed Use Development. Exterior building lighting is also proposed including accent lighting and security lighting at parking structure entrances and exits. Streetlights would also be located along Lemon Street and Maple Avenue and security lighting would be located within the bike plaza. Any such lighting would be required to adhere to lighting requirements established by the City's Municipal Code including OMC Chapter 17.12.030 Lighting and OMC Chapter 15.52 Building Security Ordinance. These requirements include shielding to minimize light pollution and limiting lighting spill at residential properties in surrounding neighborhoods. Adequate regulatory controls exist and design measures have been incorporated into the project in order to minimize lighting impacts, and impacts would be less than significant. 64 Glare Glare is primarily a daytime occunence caused by the reflection of sunlight or artificial light from highly polished surfaces, such as window glass or reflective materials, and, to a lesser degree, from broad expanses of light-colored surfaces. Daytime glare generation is common in urban areas and is typically associated with mid- to high-rise buildings with exterior fa�ades largely or entirely comprised of highly reflective glass or mirror-like materials from which the sun can reflect, particularly following sunrise and prior to sunset. The project site is currently developed as a public parking lot and does not generate a substantial source of glare. Glare impacts are not anticipated as the majority of the proposed parking structure would be constructed with concrete and brick,which are non-reflective materials. The structure openings would be squared off with metal mullions. However, these openings will not be filled with glass. Two elevator towers are proposed at the north and south ends of the structure and would be finished with glass panels to maximize visibility and security. Although some glare could potentially be generated from the glass panels on the elevator towers, these glass panels account for less than 50 percent of the exterior facades. The majority of the building-exterior would be constructed with non-reflective materials. In addition, the glass panels would be non-reflective or treated with a non-reflective coating to minimize glare. Furthermore,proposed landscaping on-site would also obscure glare conditions. The project would involve the installation of photovoltaic panels, which convert sunlight directly into electricity, and are non-reflective. Flush-mounted photovoltaic panels are proposed on the top deck of the parking structure to generate power for the structure. The panels would be flush-mounted on top of the two elevator towers and on the parking structure's top deck located on a ramp cover that is positioned below the top of the parapet. Flush-mounted photovoltaic panels are also proposed on top of the bicycle plaza canopy and would not be substantially visible from the street. By nature, photovoltaic panels are designed to absorb as much of the solar spectrum as possible in order to convert sunlight to electricity and a�e furnished with anti-reflective coating for that purpose. Reflectivity levels of solar panels are decisively lower than standard glass or galvanized steel, and would not pose a reflectance hazard to area viewers. They will also be located on the rooftop areas of the structure and facing towards the sun, where there would be no potential far glare fiom the panels to reflect downward towards street level. Other glare sources in nature (free water surfaces) have a higher glare effect than photovoltaic inodules. Reflected light from standard photovoltaic modules surface is between 10 to 20 percent of the incident radiation (as low as fiee water surfaces), while galvanized steel (used in industrial roofs)is between 40 to 90 percent(Aztec,2014). Based on adequate regulatory controls and design measures that have been incorporated into the project, glare impacts would be minimized. Therefore,glare impacts would be less than significant. Shade and Shadow The issue of shade and shadow pertains to the blocicage of direct sunlight by project buildings, which may affect adjacent properties. Shading is an environmental issue because the users of land uses, such as residential, parks, churches, schools, outdoor restaurants, and pedestrian areas have reasonable expectations for direct sunlight and warmth from the sun. These land uses are generally termed"shadow- sensitive."Residences are located to the east of the project site along Lemon Street, as well as to the west of the site along N. Cypress Street. There are no shadow-sensitive uses located adjacent to the south side of the proposed parking structure. 65 Shadow lengths are dependent on the height and size of buildings from which they are cast and the angle of the sun. The angle of the sun varies with respect to the rotation of the earth (i.e., time of day) and elliptical orbit(i.e.,change of season). The maximum height of the proposed parking structure would be up to 28 feet(two stories) and is not of a height that would result in substantial shading of adjacent uses. The project site is immediately surrounded by public roads: bounded by Maple Avenue on the north and Lemon Street on the east. Any off-site shading on Lemon Street and Maple Avenue would be limited to these areas and would not impact any adjacent structures. Also, the sunlight would generally be south of the project across the horizon, with the most potential for shadow to occur north of the structure, whereas the residences along N. Cypress Street are located west of, and not immediately adjacent to the structure. This is considered a less than significant impact. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less thali significant. 2. AGRICULTURAL RESOURCES. (In determining whether impacts to agricultural resources are significant environmental effects,lead agencies may refer to the California Agricultural Land Evaluation and Site Assessment Model(1997)prepared by the California Department of Conseivation as an optional model to use in assessing impacts on agriculture and farmland.) In detennining whether impacts to forest resources,including timberland,are significant environmental effects,lead agencies may refer to information compiled by the California Department of Foreshy and Fire Protection regarding the state's inventory of forest land,including the Forest and Range Less tnan Assessment Project and the Forest Legacy Assessment project;and forest Significant Potentially With Less Than carbon measurement methodology provided in Forest Protocols adopted by S�gniflcant MiNgation S�gniticant 1vo the California Air Resources Board.) Would the project: impact �ncorporated impact Impact (a) Convert Prime Farmland,Unique Farmland,or Farmland of Statewide Importance(Farmland),as shown on the maps prepared pursuant to the � � � � Farmland Mapping and Monitoring Program of the California Resources A ency,to non-a -icultural use? (b) Conflict with existing zoning for agricultural use,or a Williamson Act � � � � contract? (c) Conflict witb existing zoning for,or cause rezoning of,forest land(as defined in Public Resotuces Code section 12220(g)),timberland(as defined by PuUlic � � � � Resources Code section 4526),or timberland zoned Timberland Production as defined b Goveinment Code section 51104(g))? d Result in the loss of forest land or conversion of forest land to non-forest use? ❑ ❑ ❑ � (e) Involve other changes in the existing environment which,due to tl�eir location or nature,could result in conversion of Farmland,to non-agricultural ❑ ❑ ❑ � use? Impact Analvsis: (a) The project site is designated as "Urban and Built-up Land"by the State of California Department of Conservation, Division of Land Resources, Farmland Mapping and Monitoring Program, "Important Farmlands in California, 2010." Therefore, the project site is not designated as Prime Farmland, Unique Farmland, or Farmland of Statewide Importance. The proposed project would not convert farmland to non-agricultural use; thus,no impact would occur. Significance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. 66 (b) The project site is located in an urbanized area and is zoned Public Institution (PI) and OTMLT-15 under the Santa Fe Depot Specific Plan. Agriculture is not a permitted use in these zones. The project site is developed as a public parking lot, is not zoned for an agricultural use and is not designated under a Williamson Act contract. Therefore, the proposed project does not conflict with existing zoning for agriculture and no impact would occur. Significance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. (c) The proposed project is located in an urbanized alea and is currently developed as a public parking lot. The project site is not located on forest lands as defined in PRC Section 12220(g). There are no existing forest lands, timberlands, or timberland zoned Timberland Production either on-site or in the immediate vicinity. Further, the site is zoned Public Institution (PI) and OTMU-15 under the Santa Fe Depot Specific Plan. Forestry or timber production is not a permitted use in these zones. Therefore, the project would not conflict with existing zoning of forest land or cause rezoning of any forest land. Therefore, no impact is identified for this issue area. Significance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. (d)The proposed project is located in an urbanized area and is currently developed as a public parking lot. There are no existing forest lands either on-site or in the immediate vicinity of the project site. Therefore, the proposed project would not result in the loss of forest land or conversion of forest land to non-forest use. Therefore,no impact is identified for this issue area. Significance Determination: No impact. Mitigation Measures:No mitigation ineasures are required. Significance Determination After 1Vli�ibation:No impact. (e) The proposed project is located in an urbanized area and is currently developed as a public parking lot. There are no existing agricultural and forest land or uses either on-site or in the immediate vicinity. Therefore, the proposed project would not involve any changes that could result in conversion of farmland to non-agricultural use. Therefore,no iinpact is identified for this issue area. Significance Determination: No impact. Mitigation Measures: No mitigation measures are required. Significance Determination After Matigation:No impact. 3. AIR QUALITY. (Where available,the significance criteria established by Less Uian the applicable air quality management or air pollution control district may Significant be relied u on to make the followin detenninations. Pocenc�a�iy w;tti Less Than p g � Significant Mitigation Significant No Would the pYojeCt: Impact Incm•porated Impact Impact (a) Conflict with or obshuct im lementation of the ap licable air uali lan? ❑ ❑ ❑ � (b) Violate any air quality standard or conh-ibute substantially to an existing or � � � � pro'ected air uali violation? (c) Result in a cumulatively considerable net increase of any criteria pollutant for which tlie project region is non-attaimnent under an applicable federal � � � � or state amUient air quality standard(including releasing emissions which exceed uantitative tluesholds for ozone recursors)? (d) Ex ose sensitive rece tors to substantial pollutant concentrations? ❑ ❑ � ❑ (e) Create objectionable odors affecting a substantial number of peo le? ❑ ❑ � ❑ 67 Impact AnalYsis: (a) The following information is summarized from the Air Quality and Greenhouse Gas Impact Analysis prepared for the project by HDR Environmental, Operations and Construction, Inc. dated May 15, 2014. This report is provided as Appendix B of this Initial Study. The proposed project is located in the Ciry of Orange,which is part of the South Coast Air Basin(SCAB). The SCAB includes all of Orange County and the non-desert portions of Los Angeles,Riverside, and San Bernardino counties. Currently, the SCAB is in non-attainment status for both federal and state ozone and PM2.5 standards, and state PMIo and NOZ standards. The agency responsible for overall air quality in the SCAB is the South Coast Air Quality Management Dist�ict (SCAQMD). The SCAQMD, a regional agency, works directly with the Southern California Association of Governments (SCAG), county transportation commissions, local governments, and cooperates actively with all� state and federal government agencies. The SCAQMD develops rules and regulations, establishes permitting requirements, inspects emissions sources, and enforces such measures through education programs or fines, when necessary. To ensure continued progress toward clean air and comply with state and federal requirements, the SCAQMD in conjunction with the Califoniia Air Resources Board (CARB), SCAG, and the U.S. Environmental Protection Agency (U.S. EPA) have prepared a Final 2012 Air Quality Management Plan (AQMP). The AQMP employs the most up-to-date science and analytical tools and incorporates a comprehensive strategy aimed at controlling pollution from all sources, including stationary sources, on-road and off-road mobile sources and area sources. The Final AQMP demonstrates attainment of the federal 24-hour PM2.5 standard by 2014 in the SCAB through adoption of all feasible measures. The Final AQMP also updates the U.S. EPA approved 8-hour ozone control plan with new measures designed to reduce reliance on the CAA Section 182 (e)(5) long-term measures for NOx and VOC reductions. Conformitv with the State Implementation Plan EPA must designate areas as meeting (attainment) or not meeting (nonattainxnent) the standard. The Clean Air Act (CAA) requires states to develop a general plan to attain and maintain the NAAQS in all areas of the country and a specific plan to attain the standards for each area designated nonattainment for a NAAQS. These plans, known as State Implementation Plans or SIPs, are developed by state and local air quality management agencies and submitted to EPA for approval. The SIPs are designed to prevent air quality deterioration for areas that are in attainment with the NAAQS and to reduce common or criteria pollutants emitted in nonattainment areas to levels that will achieve compliance with the NAAQS. As the NAAQS change, states must submit revisions to the SIP to demonstrate attainment and maintenance of those new ar revised NAAQS and to meet other statutory requirements. The Final 2012 AQMP serves as the official SIP for the federa12006 24-hour PM2.5 standard. A project is considered to be consistent with an AQMP if the project will not result in an increase in the frequency or severity of existing air quality violations or cause or contribute to new violations, or delay timely attainment of air quality standards of the interim einission reductions specified in the AQMP. Because of the region's nonattainment status for ozone, PMIo, PM2.5, and NOZ standards, if project- generated emissions of either of the ozone precursor pollutants (i.e., ROG and NOx), PMIo or PM2.5 would exceed the SCAQMD's significance thresholds, then the project would be considered to conflict with the attainment plan. However, as described in the response far Impact 3(b) below, the proposed project would not generate air quality emissions above SCAQMD significance thresholds. Furthermore, because the proposed project does not require a General Plan Amendment and is consistent with the current site's General Plan land use designation, emissions associated with the proposed project are not anticipated to exceed the General Plan projections or contribute to air quality deterioration beyond 68 SCAQMD projects. Therefore, the proposed project would be consistent with the General Plan and Final 2012 AQMP. Transportation conformity is required under Clean Air Act section 176(c) to ensure that federally supported highway and transit project activities "conform to" the purpose of the SIP. Conformity currently applies to areas that are designated non-attainment, and those re-designated to attainment after 1990, maintenance areas, with plans developed for the specific transportation related criteria pollutants. Conforxnity for the purpose of the SIP ineans that transportation activities will not cause new air quality violations,worsen existing violations,or delay timely attainment of the relevant NAAQS. � The proposed project is listed in the Federal Transportation Improvement Program (FTIP) — 2013 Approved Project Listings as Project ID, ORA085001 (SCAG, 2013). All projects included in the FTIP are consistent with the State Implementation Plan (SIP). Because it was evaluated for, and included in, the FTIP, the proposed project would not conflict with or obstruct implementation of the SIP. Therefore, no impact is identified for this issue area. Significance Determination: No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. (b) The SCAQMD establishes significance criteria for construction and operational air quality emissions. These criteria represent the daily maximum emissions from a project that will not cause or contribute to existing or projected violations of ambient air quality standards. Table 1 presents the air quality significance thresholds defined for the SCAB. In addition to mass daily thresholds, LSTs are used to identify localized impacts of construction and operational emissions on nearby receptors. SCAQMD has developed localized significance threshold (LST) methodology and mass rate loolc-up tables by source receptor area (SRA) that can be used by public agencies to determine whether or not a project may generate significant localized air quality impacts. When quantifying mass emissions for LST analysis, only emissions that occur on site are considered. LSTs represent the inaYiinum einissions from a project that will not cause or contribute to an exceedance of the most stringent applicable federal or state ambient air quality standard, and are developed based on the ambient concentrations of that pollutant for each source receptor area. LSTs are derived based on the location of the activity; the emission rates of NOX, CO, PM2.5, and PMIo; the size of the project site, and the distance to the nearest sensitive receptor. Table 1. SCAQMD Air Quality Signi�cance Thresholdsl Construction Operation Pollutant (lb/day) (lb/day) Oxides of Nitrogen(NOx) 100 55 Volatile Organic Compounds(VOC) 75 55 Fine Particulate(PM�o) 150 150 Very Fine Particulate(PMZ.S) 55 55 Oxides of Sulfur(SOx) 150 150 Carbon Monoxide(CO) 550 550 Lead(Pb)' 3 3 Source: SCAQMD CEQA Air Qualiry HandUook 1993, 1998,2002,revised March 2011. 1 The project will not generate lead emissions duiin�constnzction and operation,therefore,Lead(Pb)is not evaluated as part of the air quality emissions analysis. 1 http://www.aqmd.gov/ceqa/handbook/signthres.pdf 69 The project site is located within SRA No. 17 (Central Orange County). The nearest sensitive receptor is located 75 feet from the project site boundary. Additionally the site is less than two acres in size. Table 2 provides the LSTs applicable to the proposed project. Table 2. Localized Significance Thresholds CO NOx PM10 PM2.5 (IUs/day) (lbs/day) (lbs/day) (lbs/day) Localized Significance Threshold-Construction 715 115 6 4 Localized Significance Threshold-Operation 715 115 2 1 Source:SCQAMD Localized Significance Threshold Methodology(July 2008)Tables C-1 through C-6. Existing Re�ulations SCAQMD The following measures are required by local prohibitions against nuisance dust and by state regulations on diesel equipment fleets. The suggested dust control measures and expected control efficiencies are listed in Table XI-A of the SCAQMD CEQA Handboolc. California diesel vehicle requirements are codified in the California Code of Regulations (CCR). The measures that will be required by SCAQMD as part of the existing regulatory environment and applicable to the project will include the following: • Soil moisture shall be maintained at a minimum of 12 percent for earthmoving activities; • Trucks hauling dirt or other loose material are to be tarped with a fabric cover and maintain a freeboard height of 12 inches; • Off-road diesel vehicles shall comply with California idling restrictions and fleet average emission standards(13 CCR 2449); • On-road heavy diesel trucks shall comply with California idling restrictions, emission standards, and opacity testing(13 CCR 2485 and 2180-2194) City of Orange All improvements within the public rights-of-way and easements within the City of Orange shall conform to the Standard Plans and Specifications (City of Orange, 2013). The following cleanup and dust control measures will be required by the City of Orange and are applicable to the project: Unless otherwise authorized by the Engineer, all surplus materials shall be removed from the site of the work immediately after completion of the work causing the surplus materials. Unless the construction dictates otherwise, and unless otherwise approved by the Engineer, the Contractor shall furnish and operate a self-loading motor sweeper with spray nozzles at least once each working day to keep paved areas acceptably clean whenever construction, including restoration, is incomplete. Failure of the Contractor to comply with the Engineer's dust control orders may result in an order to suspend work until the condition is corrected; after filing notice to the Contractor,the Engineer may order this accomplished by others. Proiect Impacts: Construction Air pollutant emissions associated with construction of the proposed project would be released from the exhausts of construction equipment, soil hauling trucks, delivery trucks, and worker commute vehicles. 70 Particulate matter emissions would result from soil movement and wind-blown dust from disturbed surfaces, and organic pollutants would result from painting. Table 3 presents estimates of daily emissions for each phase of const�-uction: demolition, site preparation, grading, construction, paving, and coating. As shown in Table 3, the proposed project would generate PMIo, PM�.S, VOC, NOx, SOx, and CO emissions as a result of construction activities. However, the level of emissions generated during the construction phase of the project would be minimal and would not exceed SCAQMD significance tluesholds. The proposed project will implement several measures required by SCAQMD and the City of Orange (see Existing Regulations above) to further limit air quality impacts during construction. Therefore, construction activities associated with the proposed project would not violate any air quality standard or contribute substantially to an existing or projected air quality violation and the impact is less than significant. Table 3. Construction Phase Maximum Daily Emissions PMIa PMZ,S VOC NOx SOx CO COZe lb/day Ib/day lb/day lb/day lb/day Ib/day kg/day Demolition(removal of existin arkin lot and fixtures) Onsite Equi ment 2.08 1.57 2.71 26.25 0.02 19.63 995 Hauling Trucks 0.05 0.02 0.06 0.94 0.00 0.64 102 Worker Commutes 0.07 0.02 0.04 0.05 0.00 0.60 53 Daily Total for Demolition 2.20 1.62 2.80 27.23 0.02 20.87 1,150 Site Pre aration(excavation) Onsite Equipment 4.78 3.47 4.07 44.86 0.04 29.28 1,965 Hauling Trucks 1.36 0.66 1.67 25.77 0.06 17.53 2,807 Worker Commutes 0.14 0.04 0.08 0.10 0.00 1.21 107 Daily Total far Site Prep. 6.27 4.17 5.81 70.73 0.10 48.02 4,879 Gradin (trenchin ,forms, re aration for concrete) Onsite Equi ment 3.42 2.24 2.07 21.94 0.01 14.09 675 Worker Commutes 0.05 0.02 0.03 0.04 0.00 0.48 43 Daily Total for Grading 3.48 2.25 2.10 21.98 0.02 14.57 718 Construction(concrete and steel) Onsite E ui ment 2.13 2.05 4.69 32.43 0.04 22.22 1,577 Heavy Delivery Trucks 0.05 0.02 0.13 1.13 0.00 1.79 109 Other Vendor Trucks 0.05 0.03 0.09 0.88 0.00 0.98 90 Worker Commutes 0.16 0.04 0.09 0.11 0.00 139 123 Daily Total for Construction. 2.39 2.14 5.00 34.56 0.04 2638 1,899 Pavin (lot�nish and curbs) Onsite Equipment 0.76 0.70 1.22 12.88 0.01 7.96 556 Heavy Delivery Trucks 0.01 0.00 0.02 0.17 0.00 0.26 16 Worker Commutes 0.09 0.03 0.05 0.06 0.00 0.78 69 Daily Total for Paving 0.85 0.73 1.29 13.11 0.01 9.00 642 Coatin (and installation of li hts,photovoltaics,elevators) Onsite Equipment 1.03 1.00 8.23 15.98 0.02 10.64 777 Deliveiy Tiucks 0.03 0.02 0.04 0.65 0.00 0.44 71 Worker Coimnutes 0.03 0.01 0.02 0.02 0.00 0.30 27 Daily Total for Coating 1.10 1.02 8.30 16.66 0.02 11.38 875 Maximum Daily Emissions and Threshoids of Significance Maximum for any Phase 6 4 8 71 0.1 48 4,879 SCAQMD Mass Daily Thresholds 150 55 75 100 150 550 N/A Significant? No No No No No No N/A Note:Emissions estimated using CaIEEMod Version 2013.2.2. Source:HDR,2014. 71 Operation Operational emissions from the proposed project would result from periodic cleaning using street sweepers, periodic repainting, and the emissions from the traffic attracted by the parking structure. It should be noted that, in general,parking structures are not considered to attract traffic. That is,people do not normally initiate driving trips for the purpose of parlcing their car. Rather, the facilities served by the parking structure attract traffic. These primarily include the Metrolink station and the OCTA bus services. The operational trip generation estimates in the Traffic Analysis (Appendix E of this Initial Study)provide for a conservative analysis. It assumed full utilization(100% occupancy)of the Metrolink parking spaces and the general public parking spaces. Based on the Air Quality and Greenhouse Gas Impact Analysis (Appendix B of this Initial Study) prepared for the project and as shown in Table 4, operational emissions would not exceed SCAQMD significance thresholds. Therefore, long-term operational emissions would not violate SCAQMD's significance thresholds and a less than significant impact is identified. Table 4. Operational Daily Emissions pM,o PM2,5 VOC NOx SOx CO COZe lb/day lb/day Ib/day lb/day lb/day lb/day kg/day Onsite Equipment - - 1.15 - - 0.0001 0.0003 Traffic 9.33 2.59 5.79 11.23 0.13 55.56 5,111 Maximum Daily Emissions and Thresholds of Significance Daily Total 9 3 7 11 0.13 56 5,111 SCAQMD Mass Daily Thresholds 150 55 55 55 150 550 N/A Significant? No No No No No No N/A Source:HDR,2014. Localized Emissions Table 5 provides the proposed project's estimated localized emissions during construction and operation of the project, and compares these project emissions with the localized significance thresholds. As shown in Table 5,no localized emissions thresholds would be exceeded during construction and operation of the project. Table 5.Localized Emissions CO NOs PM10 PM2.5 (lbs/day) (Ibs/day) (lbs/day) (Ibs/day) On-Site Construction Emissions 48 71 6 4 Localized Significance Tlu•eshold-Construction 715 115 6 4 Significant? No No No No On-Site Operational Emissions 0.0001 - - ' Localized Significance Tlu�eshold-Operation 715 115 2 1 Significant? No No No No Source:HDR,2014. CO Hotspot A CO hot spot is a localized concentration of CO that is above the state or national 1-hour or 8-hour CO ambient standards. Localized high levels of CO are associated with traffic congestion and idling or slow- moving vehicles. The SCAQMD recommends that a hotspot analysis should be prepared if the project increases the volume to capacity ratio at any intersection rated D or worse by two percent or more. 72 A traf�c analysis for the proposed project was completed on January 29, 2014 (Appendix E of this Initial Study). The results of this analysis indicate that under the existing plus project conditions and opening year traffic conditions, the project would not cause significant traffic impacts at any of the seventeen study intersections in the a.m. or p.m. peak hours, with the level of seivice remaining at LOS D or better at all signalized intersections and unsignalized intersections. Therefore, the project would not exceed the CO hotspot screening threshold because the project would not increase the volume to capacity ratio at any intersection rated D or worse by two percent or inore. Significance Determination: Less than significant. Mitigatian Measures: No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (c) Currently,the SCAB is in non-attainment status for both federal and state ozone and PM2.5 standards, and state PMIo and NOZ standards. As discussed in response 3(b) above, the proposed project would not generate emissions exceeding SCAQMD significance thresholds during construction and operation of the project. The project generates emissions and therefore contributes (along with other projects in the SCAB) to an existing air quality exceedance because the SCAB is currently in"nonattainment" status for ozone, PMIo, PM2.5, and NOZ standards. With regard to determining the significance of the contribution from the proposed project, the SCAQMD recommends that any given project's potential contribution to cumulative air basin-wide exceedances should be assessed .using the same significance criteria as for project-specific impacts. Therefore, this analysis assumes that individual projects that do not generate construction or operational emissions that exceed the SCAQMD's recommended daily thresholds for project-specific impacts would also not cause a cumulatively considerable increase in emissions for those pollutants for which the Basin is in nonattaimnent, a�1d therefore, would not be considered to have a significant, adverse air quality impact. Alternatively, individual project-related const�-uction and operational emissions that exceed SCAQMD thresholds for project-specific impacts would be considered cumulatively considerable. As discussed in response 3(b) above, the proposed project would not generate emissions exceeding SCAQMD significance thresholds during construction and operation of the project. As such,the proposed project would result in a less than signi�cant impact. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (d) Diesel engines emit a complex mixture of air pollutants, mainly composed of gaseous and solid material. The visible emissions seen in diesel exhaust are known as particulate matter. These include many carbon particles (also called soot) as well as other gases that become visible as they cool. In 1998, California identified diesel particulate matter (DPM) as a toxic air contaminant (TAC) based on its potential to cause cancer and other adverse health effects. Emissions from diesel-fueled engines include over 40 other cancer causing substances. Overall, emissions from diesel engines are responsible for the majority of the potential airborne cancer risk in California (California Air Resources Board, 2000). The majar sources of DPM are diesel-fueled engines and vehicles. This includes trucks and buses on roadways and large off-road equipinent such as bulldozers and tractors. Following the identification of DPM as a TAC in 1998, the California Air Resources Board developed the Diesel Risk Reduction Plan as a comprehensive strategy to control DPM emissions. The overall goals of the plan are to reduce DPM einissions by 75 percent by 2010 and 85 percent by 2020. Within the plan, reductions in PM are achieved by a combination of approaches include emission regulations for new diesel engines and ineasures for various categories of in-use on-and off-road diesel engines. 73 The closest sensitive receptors to the project site are residences, which are located immediately west of the project site, and east of the project site across Leinon Street. Chapman University, located immediately north of the proposed project, was not considered to be a sensitive receptor as its activities are generally not associated with younger children, elderly, or persons with poor health. Construction of the proposed project would require heavy equipment operations to prepare the site, haul materials, and construct the parking structure. Construction activities use diesel-fueled equipment that emit DPM in its exhaust. DPM is a known carcinogen. The excess cancer risk from construction activities due to DPM is less than significant because: • Construction activities last only a few months out of the 70-year risk window; • Many people are gone during the daytime when equipment is operating, and do not remain outside their home continuously when they are home; and • Current emissions standards for new construction equipment require soot filters that reduce both acute and chronic health risks and make the equipment fleet cleaner than historical construction equipment fleets. Short-term diesel exhaust from phased on-site construction activities from this relatively small project would not substantially exacerbate health risks due to DPM. Furthermore, as discussed in response 3(b) above, no localized emissions thresholds (which apply to pollutant concentrations at the nearest sensitive receptor) would be exceeded during construction and operation of the project. Based on these considerations, the proposed project would not expose sensitive receptors to substantial pollutant concentrations. This is considered a less than significant impact. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (e) An odor impact depends on numerous factors, includ'ulg the nature, frequency, and intensity of the source; wind speed and direction; and the sensitivity of the receptors. While offensive odors rarely cause any physical harm, they still can be very unpleasant, leading to considerable distress among the public and often generating citizen complaints to local goveinments and regulatory agencies. The SCAQMD lists land uses primarily associated with odor complaints as waste transfer and recycling stations, wastewater treatment plants, landfills, composting operations, petroleum operations, food and byproduct processes, factories, and agricultural activities, such as livestock operations. The proposed project does not include any of those land uses. The diesel construction equipment and passenger vehicles associated with the proposed project have associated odors. However, these odors are familiar in an urban area,particularly in an urban area that is only a short distance from a train station and is characterized by heavily traveled roadways. The emissions will not be excessive and would be of a relatively short duration during construction. In the long-term, the proposed project is not a use that is associated with odor complaints as identified above. Therefore, it is not anticipated that the proposed project wi11 generate objectionable odors affecting a substantial number of people. This is considered a less than significant impact. Signi�cance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. 74 Less than Significant Potentially Witli Less Than Signi�cant Mitigation Significant No 4. BIOLOGICAL RESOURCES. Would the project: Impact Incorpocated Impact Impact (a) Have a substantial adverse effect,either directly or through habitat modifications,on any species identified as a candidate,sensitive,or special status species in local or regional plans,policies,or regulations, ❑ � ❑ ❑ or by the California Department of Fish and Game or U.S.Fish and Wildlife Service? (b) Have a substantial adverse effect on any riparian habitat or other sensitive nahu�al conununity identified in local or regional plans, � � � � policies,regulations or by the California Department of Fish and Game or U.S.Fish and Wildlife Service? (c) Have a substantial adverse effect ou federally protected wetlands as defined by Section 404 of the Clean Water Act(including,but not � � � � limited to,marsh,vernal pool,coastal,etc.)through d'u•ect removal, fillin ,h drolo ical interruption,or other means? (d) Interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or � � � � migratory wildlife coiridors,or impede the use of native wildlife musery sites? (e) Conflict with any local policies or ordinances protecting biological � � � � resources,such as a tree reservation olicy or ordinance? (fl Conflict with the provisions of an adopted Habitat Conservation Plan, Natural Community Conservation Plan,or other approved local, ❑ ❑ ❑ � regional,or state habitat conseivation plan? Impact Analvsis: (a) The project site is located in an urban setting with existing development. The project site is currently used as a 172-space public surface parking lot with ornamental trees and landscaping in tree wells and planters. Surrounding land uses are commercial, residential and institutional in nature. There are no natural ar open space areas in the project vicinity. The proposed project involves redevelopment of an already developed property and would not impact any habitat that supports species identified as candidate, sensitive or special status in local, regional plans, policies ar regulations by the CDFW ar USFWS. However, the project involves the removal of 99 ornamental trees on the project site. Construction and tree removal during the breeding season (February 1 —August 31) have the potential to impact bird species protected under the Migratory Bird Treaty Act. However, with implementation of Mitigation Measure BR-1,this impact would be reduced to a less than significant level. Significance Determination: Potentially significant impact. Mitigation Measures: BR-1: If construction activities, includin� site grading and vegetation removal, are to be conducted during the breeding season for migt•atory birds (February 1 — August 31), pre-construction surveys shall be conducted for nesting birds within seven days of such activities. Surveys shall be performed by a qualified biologist. If active nests are found, 100 foot buffers (300 feet for raptors) shall be established and flagged under the supervision of a qualified biologist. No construction activities shall occur within these buffers until the nests are vacated and juveniles are fledged. Significance Determination After Mitigation: Less than significant with mitigation incorporated. (b) The project site is located in an urban setting with existing development. The project site is currently used as a 172-space public surface parking lot with ornamental trees and landscaping in tree wells and 75 planters. There are no riparian or other sensitive natural communities within the project site. The proposed project involves redevelopment of an already developed properiy and would not have a substantial adverse effect on any riparian habitat or other sensitive natural communities identified in local ar regional plans, policies, regulations, or by the CDFW or USFWS. Therefore, no impact is identified for this issue area. Significance Determination: No impact. Mitigation Measures: No mitigation measures are required. Significance Determination After Mitigation:No impact. (c) The project site is located in an urban setting with existing development. There are no federally protected wetlands within the project site. The project site is paved and is currently used as a 172-space public surface parking lot with ornamental trees and other lalidscaping in tree wells and planters. The proposed project is a redevelopment of an already developed property and would not have a substantial adverse effect on federally protected wetlands as defined by Section 404 of the Clean Water Act through direct removal, filling, hydrological interruption, or other means. Therefore, no impact is identified for this issue area. Significance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. (d) According to the Orange County (Central/Coastal) Natural Community Conservation Plan (1996), there are no identified wildlife corridors (special linkage areas) in the project area. Additionally, the urbanized nature of the project area makes it unlikely that such a corridor would exist, as there are no natural open space areas within the project area which could provide wildlife habitat. Therefore, implementation of the proposed project would not interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors,or impede the use of native wildlife nursery sites,Impacts would be less than significant. Significance Determination: Less than significant. Mitigation Measures: No mitigation measures are required. 5ignificance Determination After Mitigation: Less than significant. (e) A project-related significant adverse effect could occur if a project would cause an impact that is inconsistent with local regulations pertaining to biological resources. The City's participation in the Natural Community Conservation Planning(NCCP)program and the Tree Preservation Ordinance are the primary local measures to protect biological resources. The NCCP program is discussed below. The Tree Preservation Ordinance regulates the removal of existing trees. Existing Re�ulations City of Orange Tree Preservation Ordi�zance Chapter 12.32 of the City's Municipal Code establishes a Tree Preservation Program for the City, which includes the preservation of historic trees. The Ordinance establishes permit requirements for removing a tree on undeveloped property, public interest property or historic trees. Chapter 1232 defines a tree as any live plant which has a single trunk measuring 10.5 inches in circumference, measured at a point 24 inches above the ground level. This chapter defines historical trees as those, which by virtue of their origin, size, uniqueness, and/or national or regional rarity are now or are likely to be of historical vahie. 76 Trees determined to be historic are coinpiled on a master list, which is inaintained by the Community Services Department and approved by resolution of the City Council. Proiect Impacts: The City's Tree Preservation Ordinance prohibits the reinoval of trees, including historic trees, from undeveloped and public interest property without a permit. Based on a review of the City's Historic Trees Map, there are no historic trees located within the project site or immediate vicinity. The project will involve the removal of 99 ornamental trees on the project site. However,the removal of trees is permitted with appropriate authorization. Section 12.32.030 of the Tree Preservation Ordinance requires the securing of a tree removal permit from the Director of Cominunity Services prior to any tree removal. Implementation of the proposed project would be subject to compliance with the City's Tree Preservation Ordinance. Therefore, the proposed project would be consistent with the City's Tree Preservation Ordinance and impacts would be less than significant. The proposed project would be required to adhere to these adopted ordinances which would ensure impacts are less than sib ificant. Significance Determination: Less than significant. Mitigation Measures:No mitigation ineasures are required. Significance Determination After Mitigation: Less than significant. (� The City is a participant in the Orange County (Central/Coastal) Natural Community Conservation Plan (NCCP), which was approved in 1996. The project site is not identified as a reserve, non-reserve open space or special linkage in this NCCP. The project site does not fall within any other local or regional conservation plans. Therefore, no conflict with such plans is identified and no impact is identified. Significance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigat�on: No iinpact. Less than Significant Potentially With Less Than Significant Mitigation Significan[ No 5. CULTURAL RESOURCES. Would the p�'oject: Impact Incorporated Impact Impact (a) Cause a substantial adverse change in the significance of a historical � � � � resource as defined in§15064.5? (b) Cause a substantial adverse change in the significance of an � � � � archaeological resource pursuant to§15064.5? (c) Directly or indirectly destroy a unique paleontological resource or site or � � � � uni ue geologic feature? (d) Disturb any human remains,including those interred outside of formal � � � � cemeteries? Impact AnalVsis: (a) The following information is suminarized from the Analysis of Potential Impacts on Historic Resources prepared for the project by ASM Affiliates, Inc. dated June 5, 2015. This report is provided as Appendix C of this Initial Study. 77 The project site is located within the City's National Register of Historic Places (NRHP)-listed Old Towne Orange Historic District and locally designated Old Towne Orange Historic District (Figure 9). The Area of Potential Effect (APE) for historic resources analysis purposes includes the project site and one or two parcels in each direction from the project site. In addition to being located within the Old Towne Orange historic district(s), the APE also includes a small portion of the NRHP-listed Plaza Historic District(Figure 10). CEQA defines historical resources as "any object, building, structure, site, area, place, record, or manuscript which a lead agency determines to be historically significant or significant in the architectural, engineering, scientific, economic, agricultural, educational, social, political, military or cultural annals of California." There are three CEQA historical resources within the project APE: the Plaza Historic District (NRHP) and the Old Towne Orange historic districts (NRHP and local). The Old Towne Orange historic districts encompass the previous Plaza Historic District boundaries and contributing resources. The NRHP Plaza Historic District contains 35 contributing resources and the NRHP Old Towne Orange Historic District contains 1,237 contributing resources. The local Old Towne Orange Historic District contains 1,279 contributing resources. Table 6 and Figure 11 depict the resources within the project APE that contribute to each of the historic districts. Plaza Historic District The Plaza Historic District was listed in the NRHP in 1982, and comprises 35 contributing commercial buildings and a park located in the original town plaza laid out in 1886 at the intersection of Glassell Street at Chapman Avenue in Orange. The district is roughly bounded by Maple Avenue to the north,and Almond Avenue to the south; and Orange Street to the west and Olive Street to the east. The district includes buildings that were constructed at the time of the City's early settlement in 1871 to 1931. The Plaza Historic District is listed in the NRHP under Criterion A for its association with Community Planning because the town of Orange grew around this original plaza site; also for its association with Agriculture and Commerce because this original plaza site was surrounded by the large citrus industry that developed in and around Orange; also for its association with Commercial and Social development as the commercial hub and social center of the Orange community; also for its association with Theater because within the plaza there were four active theaters during a period in Orange's history. The district is listed in the NRHP also under Criterion C for its association with Landscape Architecture and Architecture as a unique plaza style that is typical in the Midwest United States but not in southern California. The group of historic buildings retain integrity of early commercial architectural styles that were typical from the late nineteenth century to the early 1930s. Only one property(221/223 W. Chapman Avenue) within the project APE is a contributing property to the Plaza Historic District. Character- defining features of the Plaza Historic District include two-story commercial buildings lining grid- patterned streets radiating from a central plaza; largely rectangular building forms; brick, and concrete materials; eclectic architectural sryles of the late nineteenth through early twentieth century; dense, nearly continuous development; zero to minimal building set-back; and mature landscaping elements. Mid- ground or distant views are not a character-defining feature of the historic district due to the dense concentration of buildings. 78 � { A: Project Area .�� i� �'e: �, , Project Area N ' Old Towne Disfrict(Local) N o 250 50o t,000 Q Old Towne Orange Historic District(NRHP) Feet �� Plaza Historic District(NRHP) 0 75 150 30Meters 1:14,p00 Figure 9. Boundaries of Historic Districts 79 _ # . � r ;, � t �i :� �� - �� .. , � r�.; =� + ,t �� .�.,,r� � � �, r.� � � � �, � '�'�� ' ' -, ,;;� •4'.'` t � i � ..E 'x � t ' i ... � #p �`a�t, , ` .. _.,;_ ; � E . � � , , . . ,� , , � � . . � � � � [ =- � � .. ��, . ; .. . .�,.,,,r„ , . _.�. � ... x � �a '�> � _ ��' �< �'" .. -:� � �'' .» ." ' , .. �"�� , � � .� . i ��.�� +i ,� .r� . � � • �S �. , '- $.� _ ' .. �� t-i � . � ��,� .. �� 91M ,y.-��:�y � �• � � ' � ! �- . , .j, � - . , a � : . � . � �,� �- � � � _ �� „ �,. - n , -0 ;�$ .., �. } . �� , �,�� „ __ , �� , . . �1 � ,. . -• �. 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Dark orange shading indicates contributing resources(to the local and National Register historic districts); yellow shading indicates non-contributing. Blue line is project area;dark green line is Project APE (including direct and indirect impacts), red line indicates the boundary of the Plaza Historic District (NRHP). (Map from City of Orange's Historic Preservation Viewer.) Figure 11. Old Towne Orange Historic Districts Contributing Resources in the Project APE si Table 6.Historic District Contributors within the Project APE Historic District Year Old Towne Plaza NRHP Old Towne Resource Name Built Pro er T e NRHP District District Local District 186 N.Atchison St. 1983 Railroad De ot Cont�ibutor Contributor 221/223 W.Cha man Ave. 1926 Commercial Contributor Contributor Contributor 222/234 W.Cha man Ave. 1885 Hotel Contributor Contributor 235/237 W. Cha man Ave. 1925 Auto Re air ContriUutor Contributor 308 W.Cha man Ave. 1935 Post Office Contributor Contributor 401 W.Cha man Ave. a 1920 Commercial Contributar Contributor 424 W.Cha man Ave. 1921 Commercial Contributor Contributor 153 N.C ress 1923 Commercial Contributor Contributor 171 N.C ress St. c. 1905 Residential Contributor Contributor 177 N. C ress St. c. 1905 Residential Contributor Contributor 185 N.C ress St. a 1905 Residential Contributor Contributor 220 N. C ress St. 1924 Industrial Contributor Contributor 121 N.Lemon St. c. 1940 Commercial Contributor Contributor 145 N.Lemon St. 1922 Industrial Contributor Contributor 153/155 N. Lemon St. 1914 Residential Contributor Contributor 163/165 N.Lemon St. 1914 Residential Contributor Contributor 171 N.Lemon St. c. 1905 Residential Contributor Contributor 189/191 N.Lemon St. 1906 Residential Contributor Contributor 193 N.Lemon St. c. 1905 Residential Contributor Contributor 224 W.Ma le St. c. 1920 Residential Contributor Contributor 204 N.Olive St. c. 1905 Residential Contributor Contributor Source:ASM Affiliates,Inc.,2015. Old Towne Oran�e Historic District(NRHPI The Old Towne Orange Historic District was listed in the NRHP in 1997, and comprises a total of 1,237 contributing buildings, sites, and objects that are located in the area surrounding the original town plaza of the city in Orange. The district is an expansion of the Plaza Historic District and is roughly bounded by Walnut Avenue to the north,Waverly Street to the east,W. O. Hart Park to the southeast,La Veta Avenue to the south, and to the east Clark Street and the Atchison, Topelca and Santa Fe Railroad (ATSF RR) track. The buildings within the district include residential, commercial, civic, religious, education, and government properiy types. The district also features three parks and four objects that include two hitching posts, a fountain, and a stone marker from 1906. Architectural styles featured in the historic district are Craftsman bungalows, Mission and Spanish Colonial Revival, and Classical Revival. The district was listed in the NRHP under Criterion A for its association with the historic themes of Exploration/Settlement as the original plaza from which the town of Orange grew; also for its association with Industry and Agriculture, specifically the citrus industry that developed in the area of the city; also for its association with Transportation and Commerce, specifically the ATSF RR and its role in helping grow the local citrus industry by means of transporting goods to other places. The district was also listed under Criterion C for Architecture because it represents a large intact collection of residential, commercial, religious, education, civic, and government buildings that retain integrity from the time period that spans from 1880 to 1940. As shown in Table 6, multiple properties within the project APE are contributing properties to the Old Towne Orange Historic District. Character-defining features of the Old Towne Orange Historic District include commercial, industrial, and residential buildings one to two stories in height; largely rectangular building forms; bricic, concrete, and wood materials; eclectic architectural styles of the late nineteenth , 82 through early twentieth century; grid-street pattein; zero to minimal building set-back on commercial and industrial properties; landscaped front and side-yard setbacks in the residential quadrants; and mature landscaping elements. Mid-ground or distant views are not a character-defining feature of the historic district, due to the dense concentration of buildings. Old Towne Historic District(Local Desi�nation) To build upon the docuinentation of the properties identified in the Old Towne Orange NRHP nomination, the City surveyed pre-1940 buildings in 1982 (updated in 1992) and established expanded Local Historic District boundaries that include properties on the periphery of the NRHP historic district in recognition of the fact that while these areas may not meet the National Park Service criteria for NRHP designation, they bear a relationship to the NRHP district and remain special areas of historic importance in Orange that warrant preservation at the local level. The local district contains 1,279 contributing resources and possesses the same character-defining features as the NRHP district. Direct Impacts: The project site is a paved parking lot and does not contain any structures. Therefore, the proposed project does not directly impact contributing structures to the Old Towne Orange Historic District(NRHP or local) or Plaza Historic District. However, because the project involves the construction of a new building within the boundaries of the Old Towne Orange Historic District, it constitutes a direct iinpact to the district. In this type of circumstance, where a new structure is proposed within the context of an existing historic district, new construction designed in adherence to the SOI Standards, specifically those that address the Rehabilitation approach for New Additions are generally considered mitigated to a less thari significant level under CEQA. Consistent with the Rehabilitation approach for New Additions, the new construction should be designed in a way that is compatible with the historic district in terms of materials, features, size, scale and proportion, and massing as well as relationship of solids to voids and color. The parking structure design inay be contemporary or reference historic style/design motifs; however, the parking structure should be designed in a manner that it is clearly differentiated from the historic buildings of the district. Furthermore, the SOI Standards state that "new additions and adjacent or related new construction will be undertaken in such a manner that, if removed in the future, the essential fonn and integrity of the historic property and its environment would be unimpaired." The design of the proposed parking structure meets the purpose and intent of the Rehabilitation approach for New Additions, because the project design clearly differentiates it from the contributing resources of historic district and also references design inotifs from those historic resources. The design is compatible with the historic materials, features, size, scale and proportion, and massing of the contributing resources of the historic district, especially historic industrial, commercial, and institutional buildings within tluee blocks of the project site. By limiting the height to two above-grade stories, the design is generally in keeping with the maximum height of the other buildings of the district (generally one to two stories). Although the massing and scale will be greater than those buildings immediately surrounding the project area, there are examples of buildings within the historic district of greater massing and scale and of similar proportion and shadows. Those examples within three blocks of the project contain a mix of historic and non-historic commercial, institutional, and industrial buildings similarly interspersed with small residential buildings. The block of the project area is in a transitional area between the cormnercial core of the Plaza Historic District to the east and the industrial buildings of the Old Towne Orange Historic District flanking the railroad corridor to the west. As such, the scale and design of the parking structure references historic industrial buildings to ensure compatibility with the historic district. The design of the materials and features of the parking structure is also compatible with the contributing resources of the historic district. In the development of the design for the parking st�-uctzue, the design team surveyed buildings in the surrounding area to reference the materials and features of historic 83 industrial and commercial buildings to ensure the design would draw from and be compatible with extant buildings within the historic districts. As a result, the parlcing sh-ucture will be constructed with a concrete foundation and brick and concrete walls compatible to the inaterials used in other buildings within three blocks of the project. The brick used on the exterior of the parking structure will be similar in color palette and texture to nearby commercial and industrial buildings with colors ranging from red to buff and surface finishes associated with natural weathering to sandblasting. The texture and color of the brick, along with the building articulation, are intended to offer a pedestrian-scale interface with the sidewalk and surrounding development. Because of the siting of the parking structure on the parcel, it will mostly impact the setting and views from residences,pedestrians, and drivers along Lemon Street and Maple Avenue. The two elevator towers at the north and south ends of the structure are indicative of the functional design of the building, and although these elements are slightly taller than comparable industrial buildings, these features provide variation in the massing and scale of the structure. The building's fenestration also breaks up the massing and scale, and consists of horizontal bands of ground and second-floor openings that reference adjacent commercial buildings. The fenestration has been designed as storefront-style metal mullions that mimic those found on windows of historic commercial buildings southwest of the project site. While these openings will not be filled with glass, the size, shape, and detailing of the openings are compatible with surrounding historic commercial development. The variation in the solid to open wall areas, especially on the Lemon Street and Maple Avenue fa�ades, create a compatible relationship of solids to voids. Where long spans of building wall are required to achieve compliance with the Building Code, brick pilasters with a precast concrete base, public art or a combination of greenscreens and landscaping, and gooseneck light fixtures provide appropriate historical reference and help further a variation in the street level fa�ade reduces the appearance of the building's mass. The solid wall with the brick pilasters on the west elevation will also avoid impacts to privacy on adjacent residential properties (the rear of those parcels on Cypress Street are adjacent to the project). The metal awnings over the enriy/exits are another design feature drawn from nearby historic buildings. Landscape features will also mimic historic streetscape landscaping with trees lining Lemon Street and Maple Avenue, as well as break up the length of the structure. Although compatible with the contributing resoiuces of the historic district, design of the new construction parking structure also differentiates itself from those buildings using subtle differences in design features. It does not mimic the surrounding buildings, but references different elements present on those buildings. The simplicity of the design serves to diminish the inherently substantial size of the parking structure. It lacks glazing in the fenestration and decorative details found on many of the historic commercial structures in the historic district. The pattern of fenestration also lacks the symmetry of many of the buildings in the historic district and includes contemporary interpretations of display windows at the pedestrian level. Two elevator towers project slightly at the north and south ends and clearly differentiates the building from others in the district. The proposed project will be required to comply with the SOI Standards, Old Towne Design Standards, Santa Fe Depot Specific Plan Design Guidelines for Historic Buildings, and Southwest Design Standards. The analysis of the proposed project design by an Architectural Historian indicates that the project is consistent with these guidelines and standards (Appendix C of this Initial Study). Please refer to Appendix C for a detailed discussion of the project's consistency with the Old Towne Design Standards, the Santa Fe Depot Specific Plan Design Guidelines, and the Southwest Design Standaxds. The proposed project will not result in any significant direct impacts to the Old Towne Orange Historic District; Plaza Historic District;nor the locally designated Old Towne Orange Historic District. To ensure that the design of the project maintains conformance with the SOI standards and other design standards from the schematic design phase through construction, Mitigation Measure CR-1 is required. 84 This measure obligates the City to retain an architectural historian or historic architect qualified per the Secretaiy of Interior's Professional Qualifications Standards to review construction plans prior to award of a construction contract. This ineasure ensures the project's continued conformance with the SOI standards and a less than significant impacts to the historic district. Indirect Imqacts: In addition to direct effects, indirect effects to historic resources are also analyzed. These include visual effects, auditory and vibration effects,and atmospheric effects. Visual Visual impacts upon the historic dist�icts potentially include views to and from the district as well as views to and from several specific contributing resources: 204 N. Olive Street; 121, 145, 153, 163, 171, 191, and 193 N. Lemon Street; and 237 and 308 W. Chapman Avenue. Neither the parking structure nor the construction area will be clearly visible fiom the primary fa�ades of any other buildings. The primary facades of those adjacent properties on Cypress Street do not directly face the project area, and as such their primary viewshed will not be impacted. Distant views are not a character-defining feature of the historic district, due to the dense concentration of buildings. The same is true of views of the historic district from points further east, south, and north—where mid-ground or distant views are not possible due to the density of development. The overall impact to the historic district's integrity of setting, feeling, or association as a whole is minimal; there is no impact on the historic district's integrity of location, design,materials, and workmanship. Of those contributing resources from which the project will be visible, the viewsheds from the primary fa�ades of 145, 153, 163, 171, 191, and 193 N. Lemon Street are the most significantly impacted. The parking structure will create an interruption of the mid-ground views from those buildings. The parking structure will also create a partial interruption of the distant views froin 121 N. Lemon Street, 204 N. Olive Street, and 237 and 308 W. Chapman Avenue. Although the project will have a visual impact on the viewsheds from these buildings, none of the views from those buildings are character-defining features of these contributing resources; neither are the viewsheds from these buildings toward the construction staging area. Furthermore, although the parking structure will be visible, it will not dominate the setting or attract the - attention of the casual obseiver because the proposed design is in accordance with the SOI Standards. As such, the disruption of the viewsheds from the contributing resources identified above does not constitute a significant visual effect as the disruption does not demolish or materially alter in an adverse manner those physical characteristics of the historical resources that convey historical significance and that justify their inclusion in the California Register of Historical Resources ar their inclusion in a local register of historical resources, specifically in tenns of the resources' integrity of location, design, materials,workmanship, feeling, or association. Although the integrity of setting is impacted, only a small portion of the setting is impacted and not to the extent that it would compromise the overall integrity of setting for these contributing resources. Although the new construction proposed has the potential to impact the integrity of setting of the three historic districts and their contributing resources, the proposed design of the new construction will result in a building that is compatible with the historic district in terms of mass, materials, relationship of solids to voids, aud color. The project will not result in any adverse indirect visual impacts to the Old Towne Orange Historic District (NRHP and local); Plaza Historic District; nor contributing resources 121, 145, 153, 163, 171, 191, and 193 N. Lemon St�-eet; 204 N. Olive Street; and 237 and 308 W. Chapman Avenue, as the impact to the integrity of setting, feeling, and association is ininimized by the compatibility of the design of the new construction. This is considered a less than significant indirect impact. 85 Vibration The proposed project has the potential to cause indirect impacts on the historic districts through vibrations that may be caused during construction or operation of the parking structure. The Noise and Vibration Assessment(Appendix D of this Initial Study, also discussed in Section 12 Noise of this Initial Study) for the project found that there are no likely vibration impacts from the operation of the parking structure. However, vibration during project construction has the potential to result in an indirect effect to historic resources within the historic districts. Ground-borne vibration would be generated during project construction by construction equipment including a pile driver,bore/drill rig and trucks. All phases of the construction period would require the use of trucks, while a pile driver and bore/drill rig would only be required during phases of construction involving excavation, shoring and foundation/structural work. For non-engineered timber and masonry buildings such as those buildings within the historic districts, the damage criterion for assessment of potential building dainage is a peak particle velocity (PP� of 0.2 in/sec. The Noise and Vibration Assessment identified three buildings within the local and NRHP Old Towne Orange Historic Districts that have the potential to be damaged by construction vibration. Of those three buildings, all are located on N. Cypress Street, and two are contributors to both the local and NRHP historic districts: 153 N. Cypress Street and 185 N. Cypress Street. As such, construction of the parking structure has the potential to result in an indirect impact under CEQA. The building located on 185 N. Cypress Street would have the potential to be damaged by construction vibration(minor cosmetic damage) from trucks during all phases of construction. The building located on 153 N. Cypress Street would have the potential to be damaged by construction vibration damage (minor cosmetic damage) from trucks during all phases of construction, as well as from the use of a pile driver and bore/drill rig during phases of construction involving excavation, shoring and foundation/structural work. This is considered a potentially significant impact. However, with implementation of Mitigation Measure CR-2, this impact would be reduced to a less than significant level. Mitigation Measure CR-2 requires pre- and post-construction surveys of potentially affected historic buildings and repair of any damage resulting from the project in accordance with flie SOI standards. _ Auditory Auditory impacts during construction of the parking structure will constitute a temporary auditoiy intrusion to the historic districts. Use of construction equipment onsite will cause noise levels to exceed the ambient sound levels typical of the historic district. However, because the impact is temporary and limited by the Orange Municipal Code to the least intrusive hours of the day, the impact does not rise to the level of a significant impact. Atmospheric In consideration of atmospheric impacts, the impact of atmospheric intrusions generated by the proposed project must be considered in relationship to the cunent levels at the location of the historic districts within the project APE. As discussed in response 3(b) above, the proposed project would not generate emissions exceeding SCAQMD significance thresholds during construction and operation of the project. As such,the proposed project would result in a less than significant impact. Significance Determination: Potentially significant impact. Miti�ation Measures: CR-1: To ensure continued conformance with the SOI Standards, the City will retain a qualified professional to consult on and evaluate project construction plans as design development progresses. The qualified professional will meet the Secretary of Interior's Professional Qualifications Standards for architectural history or historic architecture. Prior to City award of 86 construction contract, the qualified professional will prepare and submit a letter report to the City that documents and evaluates any design changes that occurred from the time the project was originally found in conformance. The letter report will confirm that final construction plans continue to be in conformance with the SOI Standards. CR-2: The City shall retain a Qualified Professional to conduct preconstruction and post-construction surveys to document the physical condition of historic buildings located at 153 and 185 N. Cypress Street, including identification of the historic building materials and character defining features of the building. Also, a preconstruction and post-construction survey shall be conducted for 129 N. Cypress Street (this structure is not historic, but may be affected by construction vibration). For the two historic buildings, the Quali�ed Professional shall be a historic architect meeting the Secretary of Interior's Professional Qualifications Standards. • Prior to the start of constniction, the Qualified Professional shall review the construction documents to advise the City on potential adjustments that would further minimize potential vibratiou impacts. • Prior to the start of construction, the City shall fence the project site using construction fencing at all locations where the property lines interface with adjacent properties containing historic resources. The fencing shall remain in place during constiuction to provide a buffer between construction activities and historic resources. Prior to the start of construction, the Qualified Professional shall confirm the fencing is sufficient and is maintained throughout construction. • The Qualified Professional shall engage in "adaptive management" throughout construction including monitoring, surveying, and documenting the condition of the historic buildings during critical phases of excavation and vibration-producing construction activities in a manner and frequency outlined in a Monitoring Plan approved by the City. During construction, the Qualified Professional shall advise the City as to any construction adjustinents that would further minimize impacts. • Any damage to the historic character or historic building materials of 153 and 185 N. Cypress Street that is documented to be a result of the project during the post- construction surveys shall be repaired at the expense of the City of Orange. All repairs shall be conducted in compliance with the SOI Standards under the responsible supervision of a Qualified Professional. Additionally, any damage to the non-historic building located at 129 N. Cypress Street that is documented to be a result of the project during the post-construction survey shall be repaired at the expense of the City of Orange. • A letter report shall be suUmitted by the Qualified Professional to the City to document compliance with this measure including but not limited to a description of suivey methodology,observations,photo docuinentation,recommendations, and findings. Significance Determination After Mitigation: Less than significant with mitigation incorporated. (b) The archaeological sensitivity of the study area was assessed on the basis of several lines of evidence, including consideration of the histoiy of the project site and current site conditions, as well as records search results and geotechnical studies conducted in support of project planning. ASM also reviewed a 2011 cultural resources report prepared for the Environmental Impact Report (EIR) for the City of Orange's Santa Fe Depot Specific Plan area, which noted that the area had been previously disturbed and 87 possesses a low potential for archeological resources to be intact below the surface due to previous grading and development. It appears that construction of the proposed project, including excavation to a depth of 30 feet for the parking structure,will encounter approximately 5 feet of the 1980s parking lot construction-deposited fill, which will be devoid of intact archaeological resources. It appears that the remaining 25 feet of excavation will, for the most part, encounter previously undisiurbed alluvial deposits, at least below 10 feet. Additional disturbance beyond 30 feet related to the installation of the project's shoring system and structural supports would also encounter previously undisturbed alluvial deposits to an estimated depth of 60 feet. It is unclear from the bore testing and land history as to how inuch additional disturbance the overall project area was subject during the early days of settlement and development. The entire project site had been previously modified and developed, at least to some extent, for almost 100 years prior to the construction of the currently extant parking lot. However, a structure in the northern portion of the project site has been identified from the Sanborn maps as having had an associated outhouse. While these structures no longer remain on the property, it is possible that the outhouse was dug deeply enough that some remnants of its contents may remain beneath the 5 feet of modern construction fill. Commonly people used outhouse or privy pits to dispose of household refuse, so such deposits might exist here. These remains could be illustrative of the behaviors of the inhabitants of the site when the outhouse was in use. These deposits would not lilcely be significant,however,unless it could be shown that the structure with which the outhouse was associated was somehow significant in its own right, such that any extant subsurface historical artifacts or remains could be clearly associated. An archival records search was conducted by personnel of the South Central Coastal Information Center (SCCIC), located at the California State University, Fullerton. The records search included a 1/2-mi. radius around the project area. The records search results can be found in Appendix C of this Initial Study. In September 2014, the City contacted the California Native American Heritage Commission (NAHC) and FTA subsequently contacted several tribes as requested by the NAHC; no responses to those letters were received within 30 days (see Appendix C of this Initial Study). The City of Orange followed up with the tribes by phone on October 27, 2014. One tribal representative requested the presence of an archaeological or Native American monitor during excavation. As a result of this records search, it was determined that 12 cultural resource inventories and/or research projects have occurred within a 1/2-mi. radius of the project, resulting in the documentation of 12 resources within that radius. No reports were found that directly address the project area. Of the 12 resources documented within the records search radius, nine are historical structures, two are the NRHP- listed Plaza Historic District and Old Towne Orange Historic District, and one is the ATSF railway. Although the APE includes portions of the two historic districts, none of the other resources are located within the project area nor the APE. There are no known archaeological resources on the project site.With regard to previously undocumented prehistoric materials, considering that the project occurs within what was once an area of active stream meandering and alluvial deposition, there is a possibility that buried deposits may exist within the area of subsurface disturbance. The potential for historic and pre-historic archaeological resources exists from a depth of 5 feet below grade and beyond within the project site. Construction of the parking structure would involve grading and excavation, primarily to accommodate the two proposed subterranean parking levels. The depth of excavation would be approximately 30 feet below the existing surface, which is beyond previous disturbance depths. Depth of disturbance related to installation of the shoring system and structural components may extend further to an estimated depth of 60 feet. Based on the deep ground excavation required for underground parking, unlcnown archaeological resources could be unearthed. Disturbances to these resources, if present, would be considered a potentially significant impact. 88 However, implementation of Mitigation Measure CR-3 would reduce this impact to a less than significant level. Mitigation Measure CR-3 requires a qualified archeologist and paleontologist to be present during site disturbance activities and to recover, salvage and preserve any previously unlcnown buried resources (if present). Signi�cance Determination: Potentially significant impact. Miti�ation Measures: CR-3: A qualified archeologist and paleontologist shall monitor any site disturbance that extends beyond an existing building foundation under the following conditions: • The monitors shall be on-site at a pre-construction meeting to discuss monitoring protocols. • The monitors shall Ue notified 48 hours in advance of reaching the estimated depths of undisturbed soil. • Monitoring shall be full-time to start. Monitoring may be reduced if resources are not present or if the area of disturbance is determined by a qualified archeologist/paleontologist to have low potential to contain resources to the satisfaction of the City. • Monitors shall be einpowered to temporarily halt construction or divert equipment to allow assessment and/or reinoval of resources. Monitors shall be equipped to salvage resources as they are iu7earthed. • If any archaeological or paleontological resources are identified during construction activities,the following shall occur: o The archeologist/paleontologist shall flag the area and notify the construction crew immediately.No fiu-ther disturbance in the flagged area shall occur until the qualified archaeologist/paleontologist has cleared the area. o The qualified archaeologist/paleontologist shall quickly assess the nature and significallce of the find. If the specimen is not significant it shall be quickly removed and the area cleared. o If the discovery is significant, the archaeologist/paleontologist shall notify the City iinmediately. o In consultation with the City, the archaeologist/paleontologist shall develop a mitigation plan for significant resources. All resources shall be recovered and salvaged under the direct supervision of a qualified archeologist/paleontologist. o All recovered and salvaged resources shall be prepared to a point of identification and permanent preservation. o Resources shall be identified and curated into an established, accredited, professional museum repository with permanent retrievable storage. The archeologist/paleontologist shall have a written repositoiy agreement in hand prior to the initiation of recovery activities. o A report of findings with an appended itemized inventoiy of identified resources shall be prepared. The report shall address archaeological and paleontological items. The repoi�t shall be submitted to the City and to SCCIC California State University, Fullerton De�artment of Anthropology, when ground-disturbing construction activities are completed. 89 Significance Determination After Mitigation: Less than significant with mitigation incorporated. (c) It is unclear from the bore testing and land history as to how inuch additional disturbance the overall project area was subject during the early days of settlement and development. The entire Project site had been previously modified and developed, at least to some extent, for almost 100 years prior to the construction of the currently extant parking lot. There axe no known paleontological or unique geological resources on the project site, as described above. With regard to previously undocumented prehistoric materials, considering that the project occurs within what was once an area of active stream meandering and alluvial deposition, there is a possibility that buried deposits may exist within the area of subsurface disturbance. The potential for pre-historic resources exists from a depth of 5 feet below grade and beyond within the project site. Construction of the parking structure would involve grading and excavation, primarily to accommodate the two proposed subterranean parlcing levels. The depth of excavation would be approximately 30 feet below the existing surface, which is beyond previous depth of disturbance at the site. Depth of disturbance related to installation of the shoring system and structural components may extend further to an estimated depth of 60 feet. Based on the deep ground excavation required for underground parking, unknown paleontological resources could be unearthed. Disturbances to these resources, if present, would be considered a potentially significant impact. Implementation of Mitigation Measure CR-3 would reduce this impact to a less than significant level. Mitigation Measure CR-3 requires a qualified archeologist and paleontologist to be present during site disturbance activities and to recover, salvage and preserve any previously unknown buried resources (if present). Significance Determination: Potentially significant impact. Mitigation Measures: Mitigation Measure CR-3. Significance Determination After Mitigation: Less than significant with mitigation incorporated. (d)Existing Regulations Health and Safety Code Section 7050.5 of the Health and Safety Code requires that construction or excavation be stopped in the vicinity of discovered human remains until the County Coroner can determine whether the remains are those of a Native American. Section 7050.5(b) outlines the procedures to follow should human remains be inadvertently discovered in any location other than a dedicated ceinetery. The section also states that the County Coroner, upon recognizing the remains as being of Native American origin, is responsible to contact the Native American Heritage Commission (NAHC) within 24 hours. The NAHC has various powers and duties to provide for the ultimate disposition of any Native American remains, as does the assigned Most Likely Descendant. California Public Resources Code Section 5097.98 of the California Public Resources Code stipulates that whenever the commission receives notification of a discovery of Native American human remains from a county coroner pursuant to subdivision(c)of Section 7050.5 of the Health and Safety Code, it shall immediately notify those persons it believes to be most likely descended from the deceased Native American. The descendants may, with the permission of the owner of the land, or his or her authorized representative, inspect the site of the discovery of the Native American remains and may recommend to the owner or the person responsible for the excavation work means for treating or disposing,with appropriate dignity,the human remains and any associated grave goods. The descendants shall complete their inspection and make their recommendation within 24 hours of their notification by the NAHC. The recommendation may include the scientific removal and nondestructive analysis of human remains and items associated with Native American burials. 90 Proiect Impacts: There is approximately 5 feet of 1980's parlcing lot construction-deposited fill below ground surface on the project site. However,beyond that, it is unclear from the bore testing and land history as to how much additional disturbance the overall project area was subject during the early days of settlement and development. The entire project site had been previously modified and developed, at least to some extent, for almost 100 years prior to the construction of the currently extant parking lot. There are no records of a cemetery or other similar use of the property in the past. The proposed project is located within the Santa Fe Depot Specific Plan Area. According to the previously certified Final Environmental Impact Report for the Santa Fe Depot Specific Plan Update(SCH No. 2009101033),there are no known cemeteries within the Specific Plan area and it is unlikely that human remains would be contained within the boundaries of the Specific Plan area. In September 2014, the City contacted the California Native Ainerican Heritage Commission (NAHC) and FTA subsequently contacted several tribes as requested by the NAHC; no responses to those letters were received within 30 days (see Appendix C of this Initial Study). The City of Orange followed up with the tribes by phone on October 27, 2014. One tribal representative requested the presence of an archaeological or Native American monitor during excavation. No other information was offered that would suggest that human remains are located on the site. Due to past development, it is unlikely that implementation of the proposed project would result in an impact to human remains. Should human remains be uncovered during construction, compliance with California Health and Safety Code Section 7050.5 and California Public Resources Code Section 5097.98 would be required. Therefore,impacts would be less than significant. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. Less H�an Significant Potentially With Less Than Significant Mitigation Significant No 6. GEOLOGY AND SOILS. Would tlze p�•oject: inpa�t �ncm•porated Impact Impact (a) Expose peo�le or sh-uctures to potential substantial adverse effects, including the risk of loss,injury,or death involving: i) Rupture of a lrnown earthquake fault,as delineated on the most recent Alquist-Priolo Earthquake Fault Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a ❑ ❑ ❑ � known fault? Refer to Division of Mines and Geology Special Publication 42. ii) Strong seismic ground shaking? ❑ ❑ � ❑ iii) Seismic-related ground failure,including liquefaction? ❑ ❑ ❑ � iv) Landslides? ❑ ❑ ❑ � (b) Result in substantial soil erosion or the loss of topsoil? ❑ ❑ � ❑ (c) Be located on a geologic unit or soil that is tmstable,or that would become unstaUle as a result of the project,and potentially result in on-or off-site ❑ ❑ � ❑ landslide,lateral s readin ,subsidence,li uefaction or colla se? (d) Be located on expansive soil,as defined in Table 18-1-B of the Uniform � � � � Building Code(1994),creating substantial rislcs to life or pro erty? (e) Have soils incapaUle of adequately supportii�g the use of septic tanks or alternative waste water disposai systems where sewers are not available ❑ ❑ ❑ � for the dis osal of waste water? 91 Impact Analvsis: (a) i) According to the City of Orange General Plan (2010), the project site is not located within any known Alquist-Priolo Earthquake fault zone. In addition, according to Figure PS-1 Environmental and Natural Hazard Policy Map, there are no faults on or adjacent to the project site. Therefore, no impacts due to rupture of a known earthqualce fault would be anticipated to occur. Significance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. (a) ii) The project site is located in the seismically active region of southern California and the proposed project has the potential to expose people and structures to seismic ground shaking. However, the proposed parking structure would Ue required to comply with the California Building Code's seismic requirements, which would require the building to be designed in a manner to minimize damage and failure due to groundshaking activities. Compliance with the Building Code provides adequate protection from seismic groundshaking typical of the region. Therefore,iinpacts would be less than significant. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (a) iii) According to Figure PS-1 Environmental and Natural Hazard Policy Map (City of Orange, 2010), the project site is not located within a liquefaction, landslide or other such hazaxd area. Therefore, no impact is identified for this issue area. Significance Determination: No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. (a) iv) According to Figure PS-1 Environmental and Nah,�ral Hazard Policy Map (City of Orange, 2010), the project site is not located within a landslide or other such hazard area. Given the generally level topography of the project site, the potential for landslides or other slope stability concerns resulting from the construction of the proposed project is negligible. Therefore, the development of the proposed project would not expose people or structures to landslides.No impact would result. Signi�cance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. (b)Existing Regulations National Pollutant Discharge Elimination System The project would be required to prevent the transport of sediments from the site by stormwater runoff and winds through the use of appropriate Best Management Practices (BMPs). These BMPs would be detailed in a 5tormwater Pollution Prevention Plan (SWPPP), in compliance with the latest National Pollutant Discharge Elimination System(NPDES) Stormwater Regulations. The City's Local Implementation Plan (Section A-8 Construction) identifies erosion control BMPs. Erosion control is any source control practice that protects the soil surface and prevents soil particles from 92 being detached by rainfall, flowing water, or wind. Sediment control is any practice that traps soil particles after they have been detached and moved by rain, flowing water, or wind. The following are typical erosion and sediment control BMPs that are included in SWPPPs to prevent or reduce erosion: • EC-5: Soil Binders. Soil binding consists of application and maintenance of a soil stabilizer to exposed soil surfaces. Soil binders are materials applied to the soil surface to temporarily prevent water and wind induced erosion of exposed soils on construction sites. • SE-5: Fiber Rolls. A fiber roll inay be placed along the perimeter of the project and operational storm drains as a form on inlet protection. Fiber rolls intercept runoff, reduce its flow velocity, and provide removal of sediment from the runoff. • SE-8: Sandbag Barrier. A sandbag barrier is a series of sand-filled bags placed on a level contour to intercept or to divert sheet flows. Sandbag barriers placed on a level contour pond sheet flow runoff, allowing sediment to settle out. • 5E-10: Storm Drain Inlet Protection. Stonn drain inlet protection consists of a sediinent filter or an impounding area in, around or upstream of a stonn drain, drop inlet, or curb inlet. Storm drain inlet protection measures temporarily pond runoff before it enters the storm drain, allowing sediment to settle. Erosion and Sediment Control Plans prepared by the Contractor as part of the SWPPP (refer to City Standard Plans and Specs Section 7-8.6 —Water Pollution Control) will identify site specific BMP's that include the above BMPs (or their equivalent) and will be reviewed and approved by the City Engineer or designee for compliance with NPDES requirements prior to issuance of grading permits. City of Orange Gt'ading Plan Requirenaents Prior to issuance of grading permits, the City requires standard Erosion Control, Sediment Control and Water Quality notes to be included on every grading plan including: • Sediment from areas disturbed by construction shall be retained on site using structural controls to the Maximum Extent Practicable. • Stockpiles of soil shall be properly contained to minimize sediinent transport from the site to streets,drainage facilities or adjacent properties via runoff,vehicle tracking, or wind. • Appropriate BMPs for construction-related materials, wastes, spills or residues shall be implemented to minimize transport froin the site to streets, drainage facilities, or adjoining property by wind or runoff. • Runoff from equipment and vehicle washing shall be contained at consh-uction sites unless treated to remove sediment and other pollutants City of Orange—Standard Pla�zs and Specificatio�zs All improvements within the public rights-of-way and easements within the City of Orange shall conform to the Standard Plans and Specifications(City of Orange,2013). The following measures will be required by the City of Orange and are applicable to the project: 7-8.1 —Cleanup and Dust Control Unless otherwise authorized by the Engineer, all surplus materials shall be removed from the site of the work immediately after completion of the work causing the surplus materials. Unless the 93 construction dictates otherwise, and unless otherwise approved by the Engineer, the Contractor shall furnish and operate a self-loading motor sweeper with spray nozzles at least once each working day to keep paved areas acceptably clean whenever construction, including restoration, is incomplete. Failure of the Contractor to comply with the Engineer's dust control orders may result in an order to suspend work until the condition is corrected; after filing notice to the Contractor,the Engineer may order this accomplished by others. 7-8.6—Water Pollution Control Full size, Erosion and Sediment Control Plans shall be prepared by the Contractor as part of the SWPPP that identify adequate controls to prevent erosion and discharge of sediment off-site. 7-8.7—Draina�e Control It is anticipated that storm, surface or other waters will be encountered at various times and locations during the work herein contemplated. ...The Contractor will be required to control all water encountered during construction and shall use appropriate methods of sediment control and debris barriers to prevent any contaminated water from entering the storm drain piping. These methods shall include the placement of sand bags, filter fabric and fencing, berms, and other temporary barriers as needed to comply with the City's requirements for construction activities. SCAQMD The following measures are required by local prohibitions against nuisance dust. The suggested dust control measures are listed in Table XI-A of the SCAQMD CEQA Handbook. The measures that will be required by SCAQMD as part of the existing regulatory environment and applicable to the project will include the following: • Soil moisture shall be maintained at a minimum of 12 percent for earthmoving activities; • Trucks hauling dirt or other loose material are to be tarped with a fabric cover and maintain a freeboard height of 12 inches; Proiect Impacts: The project site is located within an urbanized setting. The project site is currently used as a 172-space public surface parking lot and does not contain exposed soil that could be subject to erosion. In addition, the topography of the project site is generally level (no slopes) fiu-ther lessening the potential for erosion. Soil erosion can result during construction, as grading and other construction activities can loosen surface soils,malcing them susceptible to the effects of wind and water moveinent across the soil surface. Erosion would be addressed through the implementation of the existing erosion control standards and policies of the City, as identified in the City's Standard Plans and Specifications. Tl�e proposed project will also be required to comply with NPDES permit requirements, inchiding preparation of a Stormwater Pollution Prevention Plan (SWPPP) which would include BMPs to address soil erosion. Further, the proposed project will be required to implement SCAQMD's dust control BMPs during construction. Finally, standard City Erosion and Sediment Cont�ol Notes(described above) are required on the project's grading plan. 94 Compliance with these existing regulations adequately addresses the potential for erosion control. Therefore, impacts would be less than significant. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (c)According to Figure PS-1 Environmental and Natural Hazard Policy Map (City of Orange, 2010), the project site is not located within a liquefaction or landslide hazard area. In addition, the project site is developed with a 172-space public surface parking lot and does not contain exposed hill slopes, unconsolidated materials, waste disposal sites or other site conditions typical of geologic instability. Therefore, iinpacts would be less than significant. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Signi�cance Determination After Mitigation: Less than significant. (d) A significant impact may occur if a project is built on expansive soils without proper site preparation or design features to provide adequate foundations for project buildings, thus posing a hazard to life and properiy. Expansive soils are clay-based soils that tend to expand (increase in volume) as they absorb water and shrink (decrease in volume) as water is drawn away. If soils consist of expansive clays, foundation moveinent andlar damage can occur if wetting and drying of the clay does not occur uniformly across the entire area. Existin�ReQulations California Building Code The California Building Code (CBC),known as the California Building Standards Code, is found in Title 24 of the California Code of Regulations. The CBC incorporates the International Building Code, a model building code adopted across dle United States. Current State law requires every local agency enforcing building regulations, such as cities and counties, to adopt the provisions of the CBC within 180 days of its publication. The publication date of the CBC is established by the California Building Standards Cormnission. The inost recent building standard adopted by the legislature and used throughout the state is the 2013 version of the CBC, which took effect on January 1, 2014. The CBC, as adopted by local cities or counties, is often modified with more restrictive amendments that are based on local geographic,topographic, or climatic conditions. These codes provide miniinum standards to protect property and public safety by regulating the design and construction of excavations, foundations,building fiames, retaining walls, and other building elements to mitigate the effects of seismic shaking and adverse soil conditions. Project Impacts: Accarding to the United States Department of Agriculture (USDA) Soil Survey for Orange County,much of Orange County contains soils with expansive characteristics, or the tendency to swell and shrink with repeated cycles of wetting and drying, typical of fine grained clay soils. This action can exert stress on structures placed on these soils. According to the Geotechnical Exploration Report prepared for the proposed project (LPA, Inc., 2013), the site is uilderlain by artificial fill (Afl and Quaternary-aged alluvium(Qa). The onsite soils consist predominantly of sands to silty sands and gravels. These soils are considered non-expansive. Lean clays and silts were encountered as part of the geotechnical 95 investigations in the upper 10 feet below existing grade, but were determined to have low expansion potential(LPA,Inc.,2013). The proposed project will be required to comply with the Building Code, which requires a soils report for any new or major modification to a building. Site engineering, building design and grading are modified to address this soil characteristic and are reviewed and approved by the City's Building Official or designee prior to issuance of building permits. Therefore, iinpacts would be less than significant. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (e) The City of Orange Public Works Department is responsible for installation and maintenance of local wastewater collection facilities, which convey wastewater to Orange County Sanitation District trunk sewers. The existing sewer lines adjacent to the project site include the 10" sewer line along Chapman Avenue and 8" sewer line along Lemon Street. The project site is served by a sewer system and no septic tanks or alternative wastewater disposal systems would be required. No impact would result. Significance Determination:No impact. Mitigation Measures: No mitigation measures are required. Significance Determination After Mitigation: No impact. Less than $igniScant Potentially With Less Than Significant Mibgation Significant No 7. GREENHOUSE GAS EMISSIONS. Would the project: Impact Incorporated Impact Impact (a) Generate greenhouse gas emissions,either directly or indirectly,that � � � � ma have a si ificant im act on the environment? (b) Conflict with an applicable plan,policy or regulation adopted for the � � � � u ose of reducin the emissions of greenhouse gases? Impact Analvsis: (a)Back r� ound Global Climate Change (GCC) refers to changes in average climatic conditions on Earth as a whole, including temperature, wind patterns, precipitation and storms. Global temperatures are moderated by naturally occurring atmospheric gases, including water vapor, carbon dioxide (CO2), methane (CH4), nitrous oxide(N20),hydrofluorocarbons (HFCs),perfluorocarbons(PFCs)and sulfur hexafluoride(SF6), which are known as greenhouse gases (GHGs). These gases allow solar radiation (sunlight) into the Earth's atmosphere, but prevent radiative heat from escaping, thus warxning the Earth's atmosphere. Gases that trap heat in the atmosphere are often called GHGs, analogous to a greenhouse. GHGs are emitted by both natural processes and human activities. The accumulation of GHGs in the atmosphere regulates the Earth's temperature. Emissions from human activities, such as burning fossil fuels for electricity production and vehicle use,have elevated the concentration of these gases in the atmosphere. GHG emissions have the potential to adversely affect the environment because they connibute, on a cumulative basis, to GCC. The effects of climate change include increased global average temperature, subsequent altered precipitation patterns, thermal expansion of the ocean, and loss of polar and global sea ice extent. In the City of Orange, these changes would translate to water and energy supply issues, increased risk of wildfire,and possible health complications (City of Orange, 2010). 96 The State of California GHG Inventory performed by the California Air Resources Board (ARB), compiled statewide anthropogenic GHG emissions and sinks. It includes estimates for CO2, CH4, N20, SF6, HFCs, and PFCs. The current inventory covers the years 2000 to 2011, and is summarized in Table 7. Data sources used to calculate this GHG inventory include California and Federal agencies, international organizations, and industry associations. The calculation methodologies are consistent with guidance from the IPCC. The 2000 emissions level is the sum total of sources from all sectors and categories in the inventoiy. The inventoiy is divided into seven broad sectors and categories in the inventory. These sectors include: agriculture, cormnercial and residential, electric power, industrial, transportation,recycling and waste, and high global warming potential (GWP)gases. The proposed project is located within the Santa Fe Depot Specific Plan Area. The previously certified Final Environmental Impact Report for the Santa Fe Depot Specific Plan Update (SCH No. 2009101033) identified a summaiy of existing GHG einissions within the Specific Plan Update area(Table 8). Table 7.California GHG Emissions Inventory 2000-2011 Tota12000 Emissions Tota12011 Emissions Sector (NIlVITCO2e)1 (MMTCO2e) Agriculture 29.04 32.24 Commercial and Residential 43.64 45.47 Electric Power 104.86 86.57 Indusn-ial 95.81 93.24 Transportation 176.29 168.42 - Recycling and Waste 6.14 7.00 High GWP Gases 7.11 15.17 Source: CARB 2013. Note: MMTCO2e=million metric tons of CO2 equivalent. Table 8. Summary of�xistia��G�IG Emissions in Specific Update Plan Area Annual Emissions (Metric tons/year) ' Emission Source COZ CH4 NZO Operational Eniissions Electricity Use Einissions 799 0.033 0.0089 Natural Gas Use Emissions 218 0.024 0.0004 Water Usage 36 0.0015 0.0004 Solid Waste Handling 746 - - Vehicle Emissions 1,966 0.13 0.26 Total 3,765 0.19 0.27 Global Warming Potential Factor 1 21 310 COz Equivalent Emissions 3,765 4 84 Total COZ Equivalent Emissions 3,853 Source:Final Environmental Impact Report for the Santa Fe Depot Specific Plan Update. When accounting for GHGs, all types of GHG emissions are expressed in terms of CO2 equivalents (CO2e) and are typically quantified in metric tons (MT) or millions of inetric tons(MMT). 97 Proiect Impacts: The following information is summarized from the Air Quality and Greenhouse Gas Impact Analysis prepared for the project by HDR Environmental, Operations and Construction, Inc. dated May 15, 2014. This report is provided as Appendix B of this Initial Study. The City of Orange has not adopted a quantitative threshold of significance for GHGs; however, the City utilizes the following threshold as it has been recommended by SCAQMD and SCAQMD is the expert agency and regional authority for air quality in the SCAB. For the purposes of this analysis of the proposed parking structure, the 3,000 MTCO2e threshold for residential, commercial and mixed use projects is utilized. During construction, GHG emissions would be generated from operation of construction equipment. The total construction GHG emissions are amortized over a 30-year period. As shown in Table 9, the amortized constructions would be 16.4 tonnes of CO2e each year. During operations, GHG emissions would be limited to periodic cleaning using street sweepers,periodic painting, and the emissions froin the traffic attracted by the parking structure. Operational emissions for the proposed project would be 1,632 tonnes of CO2e each year. The proposed project would generate a total of 1,648.4 tonnes of CO2e each year. The project's GHG emissions are below SCAQMD's 3,000 MTCO2e threshold. Therefare, a less than significant impact is identified. Table 9.Expected CO2e Emissions Summary PM10 PM2.5 VOC NOx SOx CO CO2e ton/yr ton/yr ton/yr ton/yr ton/yr ton/yr tonne/yr Onsite Equipment -- -- 0•21 -- -- '- -' Traffic 1.67 0.46 1.05 2.19 0.023 10.3 1,632 Construction GHG' 0.01 0.00 0.02 0.15 0.00 0.11 16.4 Maximu�n Daily Emissions and Thresholds of Sigrtificance Daily Total 1.68 0.46 1.28 2.34 0.023 10.14 1,648.4 Annual Significance N/A N/A N/A N/A N/A N/A 3,000 Thresholds 1 Total construction GHG emissions are provided in Table 3.These emissions are amortized over a 30-year period,and added to the operational annual emissions for the purposes of assessing the project's GHG impacts. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (b) Existin�Regulations Assembly Bill 32, the California Global Warming Solutions Act of 2006 In September 2006, Governor Schwarzenegger signed California AB 32, the global warming bill, into law. AB 32 directs CARB to do the following: • Malce publicly available a list of discrete early action GHG emission reduction measures that can be implemented prior to the adoption of the statewide GHG limit and the measures required to achieve compliance with the statewide limit. • Make publicly available a GHG inventory for the year 1990 and determine target levels for 2020. 98 • On or before January 1, 2010, adopt regulations to implement the early action GHG emission reduction measures. • On or before January 1, 201 l, adopt quantifiable, verifiable, and enforceable emission reduction measures by regulation that will achieve the statewide GHG emissions limit by 2020, to becoine operative on January 1, 2012, at the latest. The emission reduction measures may include direct emission reduction ineasures, alternative compliance mechanisms, and potential monetary and nonmonetary incentives that reduce GHG emissions from any sources or categories of sources that ARB finds necessary to achieve the statewide GHG emissions limit. • Monitor compliance with and enforce any emission reduction measure adopted pursuant to AB 32. • CARB approved a 1990 GHG emissions level of 427 MTCOZe, on December 6, 2007 in its Staff Report. Therefore, in 2020, emissions in California are required to be at or below 427 MTCOZe. It was estimated that the 2020 estimated BAU of 596 MTCOZe would have required a 28 percent reduction to reach the 19901eve1 of 427 MTCOZe. In response to the requirements of AB 32, the CARB released a Scoping Plan in 2008. This Scoping Plan, developed by CARB in coordination with the Climate Action Team (CAT), proposed a comprehensive set of actions designed to reduce overall GHG emissions in California, improve the environment, reduce dependence on oil, diversify our energy sources, save energy, create new jobs, and enhance public health. It was adopted by CARB in December 2008. According to the Scoping Plan, the 2020 target of 427 MTCOZe requires the reduction of 169 MTCOZe, or approximately 28.3 percent, from the State's projected 2020 BAU emissions level of 596 MTCOZe. In August 2011, the Scoping Plan was re-approved by the Board and includes the Final Supplement to the Scoping Plan Functional Equivalent Document. The 2011 Scoping Plan expands the list of nine Early Action Measures into a list of 39 Recominended Actions. The First Update to the Scoping Plan was approved by the Board on May 22, 2014, and builds upon the initial Scoping Plan with new strategies and recommendations. City of Orange General Plan The proposed project is governed by the City's General Plan, which includes a Natural Resources Element. The City's climate change-related policies are contained in Table NR-1 in the Natural Resources Element. Table 10 describes the proposed project's consistency with the General Plan's policies. Proiect Imnacts: The California Global Warming Solutions Act establishes regulatory, reporting, and inarket mechanisms to achieve quantifiable reductions in GHG emissions and establishes a cap on statewide GHG emissions. CARB's Scoping Plan includes measures to achieve the GHG reductions in California required by the California Global Warming Solutions Act. Many of the measures are not directly applicable to individual projects. However, measures included in the Scoping Plan would indirectly address GHG emission levels associated with project construction activities and traffic emissions, including the phasing-in of cleaner teclulology for diesel engine fleets (including construction equipinent) and the development of a low- carbon fuel standard. Policies formulated under the mandate of the California Global Warming Solutions Act that are applicable to construction-related activity, either directly or indirectly, are assumed to be implemented statewide and would affect the proposed project if those are policies are implemented before construction begins. The proposed project would comply with any mandate or standards set forth by the Scoping Plan. Therefore,project construction would not conflict with the Scoping Plan. 99 Table 10: Project Consistency with Applicable Climate Change Related Policies Element Policies Consistency Circulation and 4.2:Racks and safe storage Consistent.A bicycle plaza that would accommodate Mobility Element facilities at parking areas for City City bike locicers and bikes racks would be included facilities along Maple Avenue,improving bike amenities in the area. Land Use 2.4:Mixed-use projects with Consistent. The proposed project would provide parking compatible uses and supporting to serve transit users and the general public in the City's public and community facilities Old Towne/Santa Fe Depot area. In addition,a bicycle plaza that would accommodate City bike lockers and bikes racks would be included along Maple Avenue, improving bike amenities in the area. Natural Resources 2.2:Alternative transportation Consistent. The parking structure would encourage the Element nodes,alternative technologies,and use of regional transit by providing adequate parking bicycle-and pedestrian-friendly facilities for transit users.The parking structure is located neighborhoods approximately 300 feet east of the OTC,which serves as a Met�olink station and also a regional hub for OCTA bus services. In addition,a bicycle plaza that would accommodate City bike lockers and bikes racks would be included along Maple Avenue,improving bike amenities in the area.A Class III bike lane is also proposed on Lemon Str•eet within the project limits. 2.3:Native and drought-tolerant Consistent.Landscaping for the project will be designed plants,proper soil preparation,and to comply with the City's Water Efficient Landscape efficient irrigation systems for Ordinance and with the guidelines for implementation of landscaping the Water Efficient Landscape Ordinance. 6.9:M�imize landscaping along Co�sistent.The project proposes a concentration of streetscapes and within street trees along Lemon Street and Maple Avenue to development projects improve the pedestrian environment in the area.London Plane hees will be planted along Maple Avenue and Majestic Beauty Magnolia will be planted along Lemon Street. Both of these tree species are identified as approved st�eet tree species in the Master Street Tree Plan(Ciry of Orange, 1999). Urban Design 1.4 Pedestrian-oriented places and Consistent.The project site is surrounded by a mix of Element connections residential,retail and restaurant uses,professional offices,and institutional uses. The proposed parking structure provides additional parking for both transit users and the general public in the Old Towne/Santa Fe Depot area.It supports the"Park Once"concept whereby persons can park their vehicles at the proposed structure and wallc to multiple destinations in the area. As discussed in response 7(a) above, the project's GHG emissions are below SCAQMD's 3,000 MTCO2e threshold. As summarized in Table 10, the proposed project is consistent with climate change-related policies contained in Table NR-1 in the Natural Resources Element. Implementation of the proposed project would not conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of greenhouse gases. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. 100 Less than Significant Potentialty With Less Than Significant Mitigation Signiticant No 8. HAZARDS AND HAZARDOUS MATERIALS. Would the pYoject: Impact Inwrporated Impact Impact (a) Create a significant hazard to the public or the environment through the � � � � routine transport,use or dis osal of hazardous materials? (b) Create a significant hazard to the public or the envuonxnent through reasonable foreseeable upset and accident conditions involving the release ❑ ❑ � ❑ of hazardous materials into the environment? (c) Emit hazardous emissions or handle hazardous or acutely hazardous materials,substances,or waste within one-quarter mile of an existing or ❑ ❑ � ❑ ro osed school? (d) Be located on a site which is included on a list of hazardous materials sites complied pw•suant to Govermnent Code Section 65962.5 and,as a result, ❑ ❑ � ❑ would it create a si nificant hazard to the ublic or the enviromvent? (e) For a project 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 project result in a safety hazard for people residing or workin in the ro'ect area? (fl For a project within the vicinity of a private airstrip,would the project result � � � � in a safety hazard for eo le residing or workina in the roject area? (g) Impair implementation of or physically interfere with an adopted � � � � emer enc res onse lan or emer ency evacuation lan? (h) Expose people or stiucriues to a significant risk of loss,injury or death involving wildland fires,includinD where wildlands are adjacent to ❑ ❑ ❑ � w•banized areas or where residences are intermixed with wildlands? Impact Analvsis: a)Existing Regulations Federal Resoicrce Conservation and Recovery Act The goal of the Federal Resource Conseivation and Recovery Act (RCRA), a federal statute passed in 1976, is the protection of human health and the environment, the reduction of waste, the conservation of energy and natural resources,and the elimination of the generation of hazardous waste as expeditiously as possible. The corresponding regulations in 40 CFR 260-299 provide the general framework for managing hazardous waste, including requirements for entities that generate, store, transport, treat, and dispose of hazardous waste. Occupational Safety and Health Administr�ation The federal Occupational Safety and Health Administration (OSHA) promulgates regulations that are designed to protect the health and safety of employees during work hours. These regulations are found in 29 CFR Part 1910,titled Occupational Safety and Health Standards and Part 1926 titled Safety and Health Regulations during Conshlzction. The regulations range from methods for preventing slips and t�ips to requirements for working with explosives and other hazardous materials. Title 22 of the California Code of Regulations Title 22 of the California Code of Regulations(CCR) includes state hazardous waste regulations enforced by the California Department of Toxic Substance Control (DTSC) and local Certified Unified Program Agencies (CUPAs). The DTSC regulates the generation, transportation, t�eatment, storage, and disposal of hazardous waste under RCRA and the California Hazardous Waste Control Law. 101 California Health and Safety Code State hazardous waste control laws enforced by the DTSC are included in the California Health and Safety Code. These regulations identify standards for the classification, management, and disposal of hazardous waste. California Division of Occupational Safety and Health The California Division of Occupational Safety and Health (Cal/OSHA) protects workers and the public from safety hazards through its Cal/OSHA programs and provides consultative assistance to employers. Cal/OSHA issues permits, provides employee training worlcshops, conducts inspections of facilities, investigates health and safety complaints, and develops and enforces employer health and safety policies and procedures. County of Orange, Environmental Health Division The Environmental Health Division of the County of Orange implements the Hazardous Waste Inspection Program throughout Orange County. The purpose of this program is to ensure that all hazardous wastes generated by Orange County businesses are properly handled,recycled,treated, stared, and disposed. Orange County Hazardous Waste Management Plan State legislation enacted in 1986 required the developinent of a Hazardous Waste Management Plan for counties (per California Health and Safety Code, Section 25135.1(d)) to serve as the primary planning document for hazardous waste management in the County as well as local jurisdictions. The Plan is intended to protect the health and welfare of the community while preserving economic vitality, and provide policy direction and action programs to address current and future hazardous waste management issues requiring local (City and County) responsibility and involvement. The Plan, developed in cooperation with the local jurisdictions including the City, was approved by the Orange City Council in 1991. Orange Municipal Code Chapter 15.33 of the Orange Municipal Code defines hazardous materials and related terms. This chapter also designates hazardous materials, outlines procedures for hazardous materials designation, and outlines required disclosure information. Ciry of Orange Fire Department The City of Orange Fire Department is the Administering Agency for the Hazardous Materials DisclosureBusiness Plan requirement of the California Health and Safety Code (Chapter 6.95). All businesses operating within the City must disclose their hazardous materials on the forms provided through the Fire Prevention Bureau or on forms approved by the California Office of Emergency Services. Proiect Impacts: The proposed project would not create a significant hazard to the public or the environment through the routine transport, use, and disposal of potentially hazardous materials. A material is hazardous when it e�ibits corrosive, poisonous, flammable andlor reactive properties and has the potential to harm human health or the environment. Hazardous materials are commonly used in products (cleaners, solvents, paints, etc.) and in the manufacturing of products. The project does not include an industrial or manufacturing use that would emit, utilize, store, or transport large quantities of hazardous materials. Hazardous or flammable materials used during construction would consist primarily of vehicle fuels (gasoline and diesel), oil, grease, and other fluids (hydraulic fluid, antifreeze, and transmission fluid) 102 associated with constxuction equipinent. Potential hazards related to this would be minimized through compliance with existing Federal and State Occupation Safety and Health (OSHA) regulatory requireinents. OSHA requires specific training for hazardous inaterials handlers;provision of information to employees who may be exposed to hazardous inaterials; and acquisition of material safety data sheets (MDS) from materials manufacturers. MDSs describe the risks, as well as proper handling and procedures related to particular hazardous materials. Employee training must include response and remediation procedures for hazardous inaterials releases and exposures. With these measures in place,the proposed project would not create a significant hazard to the public or the environment through the routine transport,use,or disposal of hazardous materials. The proposed project would also require the transport,use and disposal of hazardous materials associated with routine cleaning and maintenance for the parking structure, as well as for landscape maintenance. Maintenance activities related to landscaping include the use of fertilizers, pesticides, and herbicides along with mechanical equipment. Herbicides would be regulated by the California Department of Food and Agriculture, which registers and classifies pesticides used in the state. Typical cleaning solvents will be required for cleaning and.maintenance of the parking structure. These materials would be handled in compliance with applicable laws and regulations and would not create a significant hazard to the public or the environment. An equipment/storage area is proposed on the northwest side of the parking structure off of Maple Avenue and will house a Southern California Edison transformer. According to the United States Environmental Protection Agency(USEPA),polychlorinated biphenyls(PCBs)were typically used as coolants and lubricants in transformers and electrical equipment. However, the manufacture of PCBs was stopped in the U.S. in 1977 because of evidence they build up in the environment and can cause hannful health effects (United States Environmental Protection Agency, n.d.). Because the proposed Southern California Edison transformer would be new (manufactured after 1977), there would be no hazard issue related to PCBs. A less than significant impact is identified for this issue area. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (b)Refer to Response 8(a)above. A less than significant impact is identified for this issue area. Significance Determination: Less than significant. Mitigation Measures: No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (c) The nearest school to the project site is Chapman University, located immediately north of the project site. As discussed in Response 8(a) above,the project does not include an industrial or manufacturing use that would emit, utilize, store, or transport large quantities of hazardous materials. Therefore, the proposed project would not create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous inaterials. Hazardous inaterials would be handled in compliance with applicable laws and regulations (see Existing Regulations in Response 8[a] above) and would not create a significant hazard to the public or the environment. Therefore, a less than significant impact is identified for this issue area. Significance Determination: Less than significant. Mitigation Measures: No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (d) Site History Historically, the project site was characterized by sparse development with a few small-scale structures scattered around the parcel. All stiuctures were demolished prior to the paving of the parcel in 1988 so that it could serve as a public parking lot. 103 The 1894 Sanborn Fire Insurance map indicates that only two residential buildings were located within the project site at that time, located next to one another on W. Maple Avenue (then W. Walnut Avenue) just west of N. Lemon Street (Sanborn 1894). The larger of the two dwellings adjacent to Lemon Street also contained an outhouse. By 1905, three more residential buildings had been built within the project site: one built to the west of the two buildings along Maple Avenue, a second at the corner of N. Cypress Street and W. Maple Avenue, and a third at the northwest corner of W. Chapman Avenue and N. Lemon Street(Sanborn 1905). The dwelling at N. Cypress Street and W. Maple Avenue was identical in size and footprint to the two residences built on the same parcel just to the south, likely at the same time, that are still extant at 185 and 177 N. Cypress Street. By 1909, Walnut had been renamed Maple Avenue, and the same five residences were still located on the project site. By 1922,the three residential buildings facing W. Naple Avenue had been demolished, and a larger warehouse had been erected in their place. The large dwelling at the intersection of W. Chapman Avenue and N. Lemon Street had also been demolished, and a Pacific Electric Passenger Freight Depot had been constructed further up N. Lemon Street. The three buildings within the project site in 1922 (N. Cypress residence, W. Maple Avenue industrial building and freight depot) were present in a 1938 aerial photo. By 1947, the building on Maple Avenue had been replaced or partially demolished as only the southern half of the warehouse remained and was now home to the Inland Transportation Company Gas&Oil. The N. Cypress Street residence and Pacific Electric Passenger Depot were still present in 1947 but with additional railroad accessory buildings for batteries, tire service, oil and gas all located close to W. Chapman Avenue, and a rail line had been constructed through the center of the block, starting near the depot and passing along the west lot line toward the intersection of W. Maple Avenue and N. Cypress Street. By 1952, a small wood clapboard siding building was constructed at the corner of W. Maple Avenue and N. Lemon Street. The City's Local Histdry Collection includes a photo of the Passenger Depot from 1964, but it was demolished by 1972 and replaced by Omega Burger (addressed 309 West Chapman), per the construction perxnits for that restaurant building. By 1972, some of the ancillary depot buildings had been torn down as well, and a new building was located on W. Maple Avenue in the middle of the block. The 1976 Sanborn map indicates that the N. Cypress Street residence was still extant, as well as the two buildings facing Maple Avenue. Extant photos of the lot from 1986 illustrate the rail line and the use of the lot for vehicle storage, and only the buildings at the corner of W. Maple Avenue and N. Lemon Street remained. The house on N. Cypress was extant until at least 1972 but was likely demolished after the City acquired the property in 1987 and paved it in 1988 for a parking lot. Environ�zental Database SeaYch Based on a review of the Cortese List data resources (DTSC EnviroStor database;DTSC corrective action sites; Leaking underground storage tank sites from State Water Resources Control Board [SWRCB] GeoTracker database; Solid waste disposal sites identified by SWRCB with waste constituents above hazardous waste levels outside the waste management unit; and "Active" cease and desist orders and cleanup abatement orders from SWRCB), the project site is not listed as a hazardous materials site pursuant to Government Code Section 65962.5. According to the GeoTracker database, the nearest hazardous site is the former Hagen Mobil, located one block west of the site on 396 West Chapman Avenue. However, this leaking underground tank cleanup site is considered a closed site because it has been remediated (case closed as of December 16, 1992). A less than significant impact is identified for this issue area. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Signi�cance Determination After Mitigation: Less than significant. 104 (e) The project site is neither located within an airport land use plan, nor within two miles of a public airport. The nearest airport is John Wayne Airport, located approximately eight miles south of the project site in the City of Santa Ana. Therefore, the proposed project would not result in a safety hazard for people residing or working in the project area. Significance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No iinpact. (� The proposed project would not result in a safety hazard as the project site is not located within the vicinity of a private airstrip. Therefore,no impact is identified for this issue area. Significance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. (g) The City of Orange Emergency Operations Plan provides the emergency response and evacuation plans for the project site and vicinity in the event of a natural disaster, technological incident, or nuclear defense operation. The Plan is directed toward large scale disasters and does not apply to day-to-day emergencies or the routine procedures used to respond to these emergencies. All City arterials are recognized as primaiy emergency response routes. In addition,non-arterials can be secondary emergency response routes. According to Figure PS-4: Generalized Evacuation Corridors of the General Plan Public Safety Element, Chapman Avenue is identited as an evacuation corridor. During construction, short-term temporary street or lane closures on Lemon Street and Maple Avenue will be needed to accommodate installation of utility connections in City streets. Chapman Avenue, which is the only evacuation corridor identified in the City's Public Safety Element,will not be closed, or pai�tially closed in order to construct the project. To ensure that the proposed project does not impair the ability of the City to utilize Lemon Street or Maple Avenue for public safery access,the contractor will be required to implement measures identified in the City's Standard Plans and Specifications. Section 7- 10.3 (Street Closures, Detours, Barricades) of the Standard Plans and Specifications requires that emergency vehicles will be peimitted to pass through work areas without delay at all times. The contractor will be required to notify emergency service providers of street closures prior to construction. In addition,the contractor will be required to coordinate through access to emergency/fire access vehicles with the local fire authority having jurisdiction. It shall be the sole responsibility of the contractor to provide a fire watch specialist service for the duration of time that emergency/fire access vehicles are blocked and/or obstructed during construction. Further, the street or lane closures on Lemon Sneet and Maple Avenue will be temporary, only lasting during construction activities. The project will not involve the closure of Chapinan Avenue; therefore, no impact to an evacuation corridor will occur. Further, no permanent change to the use of Lemon Street or Maple Avenue, would occur. Implementation of the proposed project would not impair the ability of the City to implement its emergency response plan or utilize its emei•gency evacuation routes. Therefore, impacts would be less than significant. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitiga�ion: Less than significant. (h) According to Figure PS-1 Environmental and Natural Hazard Policy Map of the City of Orange General Plan Public Safety Element, the project site is located within an urban area where there are no wildlands and no wildland �re hazard risk areas. Therefore, the proposed project would not expose 105 people or structures to a significant risk of loss, injury, or death involving wildland fires. No impact is identified for this issue area. Significance Determination: No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. Less than Significant Potentially With Less Than Significant Mitigation Signifcant No 9. HYDROLOGY AND WATER QUALITI'. Would the project: Impact Incorporated Impact Impact (a) Violate any water quality standards or waste discharge requirements? ❑ ❑ � ❑ (b) Substantially deplete groundwater supplies or interfere substantially with groundwater recharge such that there would be a net deficit in aquifer volume or a lowering of the local groundwater table level(e.g.,the � � � � production rate of pre-existing nearby wells would drop to a level which would not support existing land uses or planned uses for which permits have been ranted)? (c) Substantially alter the existing drainage pattern of the site or�u�ea, including through the alteration of the course of a stream or river,in a � � � � manner which would result in a substantial erosion or siltation on-or off site. (d) Substantially alter the existing drainage pattern of the site or area, including tluough the alteration of the course of a stream or river,or � � � � substantially increase the rate ar amount of si.uface runoff in a manner which would result in flooding on-or off-site? (e) Create or contribute runoff water which would exceed the capacity of existing or planned storm water drainage systems or provide substantial ❑ ❑ � ❑ additional sources of olluted runoff? (fl Otherwise substantiall de rade water uality? ❑ ❑ � � (g) Place housing within a 100-year flood hazard area as mapped on a federal Flood Hazard Boundary or Flood Insurance Rate Map or other flood ❑ ❑ ❑ � hazard delineation map? (h) Place within a 100-year flood hazard area structures which would impede � � � � or redirect flood flows? (i) Expose people or structw•es to a significant risk of loss,injury or death involving flooding,including flooding as a result of the failure of a levee ❑ ❑ � ❑ or dam? (j) Inundation Uy seiche,tsunami,or mudflow? ❑ ❑ � � (k) Potentially impact stormwater nmoff from consriuction activities? ❑ ❑ � ❑ 1 Potentiall im act stormwater runoff from ost-consh�uction activities? ❑ ❑ � ❑ (m) Result in a potential for discharge of stormwater pollutants from areas of material storage,vehicle or equipment fueling,vehicle or equipment maintenance(including washing),waste handling,hazardous materials ❑ ❑ � ❑ handling or storage,deliveiy areas,loading docks or other outdoor work areas? (n) Result in the potential for discharge of stormwater to affect the beiieficial � � � � uses of the receiving waters? (o) Create the potential for significant changes in the flow velocity or volume � � � � of stormwater runoff to cause environmental harm? (p) Create significant increases in erosion of the project site or surrounding � � � � areas? 106 Impact Analvsis: (a) Existin�Re�ulations National Pollutant Discharge Elimination Systena The project would be required to prevent the t�ansport of sediments from the site by stormwater runoff and winds during construction through the use of appropriate Best Management Practices (BMPs). These BMPs would be detailed in a Stormwater Pollution Prevention Plan (SWPPP), in compliance with the latest National Pollutant Discharge Elimination System(NPDES) Stormwater Regulations. The City's Local Implementation Plan (Section A-8 Construction) identifies erosion control BMPs. Erosion control is any source control practice that protects the soil surface and prevents soil particles from being detached by rainfall, flowing water, or wind. Sediment control is any practice that traps soil particles after they have been detached and moved by rain, flowing water, or wind. The following are typical erosion and sediment control BMPs that are included in SWPPPs to prevent ar reduce erosion: • EC-5: Soil Binders. Soil binding consists of application and maintenance of a soil stabilizer to exposed soil surfaces. Soil binders are inaterials applied to the soil surface to temporarily prevent water and wind induced erosion of exposed soils on construction sites. • SE-5: Fiber Rolls. A fiber roll may be placed along the perimeter of the project and operational stonn drains as a fonn on inlet protection. Fiber rolls intercept runoff, reduce its flow velocity, and provide reinoval of sediment from the runoff. • SE-8: Sandbag Barrier. A sandbag banier is a series of sand-filled bags placed on a level contour to intercept or to divert sheet flows. Sandbag barriers placed on a level contour pond sheet flow runoff,allowing sediment to settle out. • 5E-10: Storm Drain Inlet Protection. Storm drain inlet protection consists of a sediment filter or an impounding area in, around or upstream of a storm drain, drop inlet, or curb inlet. Storm drain inlet protection measures teinporarily pond runoff before it enters the storm drain, allowing sediment to settle. Erosion and Sediment Control Plans prepared by the Contractor as part of the SWPPP (refer to City Standard Plans and Specs Section 7-8.6 —Water Pollution Control) will identify site specific BMP's that include the above BMPs (or their equivalent) and will be reviewed and approved by the City Engineer or designee for compliance with NPDES requireineiits prior to issuance of grading permits. Orange County Drainage Area Management Plczn The Orange County Drainage Management Plan (DAMP) identifies pollutants of concern for each of the County's watersheds and provides standards and procedures to improve water quality associated with runoff fiom existing and developed areas in the County. The DAMP establishes additional CEQA water quality guidelines for public and private projects. The County's Model WQMP (MWQMP) imposes additional water quality BMPs for development and redevelopment projects that fall under "prioriry project" categories (Table 11) and requires preparation of a Water Quality Management Plan (WQMP) for private development projects during the discretionary or ministerial approval process. Table 12 identifies the general pollutants and priority project categories identified in the MWQMP for which project-speci�c BMPs would be required. Table 13 lists the beneficial uses of Reach 2 within the Lower Santa Ana River Basin (Santa Ana River). Further, as part of the NPDES permit program (based on the DAMP), the City adopted a Local Implementation Plan (LIP) in 2003 that aims to mitigate illegal discharges into starm water conveyance facilities. The main objectives of the LIP are to fulfill the City's 107 commitment to present a plan that satisfies the requirements of its MS4 Permits and to evaluate and reduce the impacts of urban storm water runoff on the beneficial uses of receiving waters. City programs pursuant to the LIP include: (1) inspections of commercial and industrial properties; (2) inspection and cleaning of storm water pipelines; and (3)responding to complaints. A revised City LIP was adopted on September 13, 2011 that incorporated the new development requirements of the May 2009 NPDES Permit. Table 11.Priority Project Categories for Development and Significant Redevelopment Projectsl 1.New development projects that create 10,000 square feet ar more of impervious surface that include commercial,industrial,residential development(single family homes,subdivisions,multifamily homes, aparhnents,condominiums,etc.). 2.Automotive repair shops(SIC codes 5013,5014,5541,7532-7534,and 7536-7539). 3.Restaurants where the land area of development is 5,000 square feet or more including parking area(SICS code 5812). 4.Hillside development on 5,000 square feet or more,which is located on areas with known erosive soil conditions or where the natural slope is 25 percent or more. 5.Impeivious surface of 2,500 square feet or more located within,directly adjacent to(within 200 feet),or discharging directly into receiving waters within Environmentally Sensitive Areas(ESAs)z. 6.Parking lot area of 5,000 or more square feet exposed to storm water. 7. Streets,roads,highways,and freeways of 5,000 square feet or more of paved surface. 8.Retail gasoline outlets of 5,000 of more square feet with projected average daily traffic of 100 or more vehicles per day. 9.All Significant Redevelopment projects,where Significant Redevelopment is defined as the addition or replacement of 5,000 or more square feet of impervious surface on an already developed site. Significant Redevelopment includes,but is not limited to: • Expansion of a building footprint. • Addition of a building and/or structure. • Addition of an impervious surface,such as construction of a new parking lot that is not part of a routine maintenance activity. • Replacement of impervious surfaces,buildings and/or structures when 5,000 or more square feet of soil is exposed during replacement construction Redevelopment does not include routine maintenance activities conducted to maintain original line and grade, hydraulic capacity or,original purpose of facility. If the redevelopment results in the addition or replacement of less that 50 percent of impervious area on-site and the existing development was not subject to WQMP requirement,the numeric sizing criteria discussed in Section 7.II-2.0 only applies to the addition or replacement area.If the addition or replacement accounts for 50 percent or more of the impeivious area,the Project WQMP requirements apply to the entire development. 10.If Public Works Director or City Engineer determines project will have adverse impact on water quality. Source: City of Orange LIP July 2011 Notes: � A project is considered a priority project if it meets any of tl�e criteria listed above. ZThere are no ESAs,as defined in the DAMP,in the City. 108 a � � W � � W W � r�C � A u b .� �c� 7 o an °a. W W A ,, a � F ° o � 3 U � � � � � :� a�i W W Q,' O �j c� � � � � � `� 3 .�, � � o � � � � � �: a y .� � � � � c� � � � ;d ,�-. ,-. �r�"' � y W W � � U � � °' > � � �C a a � � '^ ' � D � � 3 � � a � �U � � � � � y � �'L '.7 O �'i �" rl � � � ~ � � � W �5 � � O� � � � y � �iy V '.�C ��" W W � � � � a uN � O O � � � � U O � � � .� � �" � � ° 3 .a � � � � � � � o a � �� W W ¢, � .� .`� x � � ow �, � � o � � � � �� ' °� � b .� w o 'N � � ^ '� � v � °' � C�7 �C � � w w N y � .�. �� o a�i O Q � r, y � `"� a� ~ � W W �° '� ¢' °� � °� '" � o � ,��, � '° o -o r`� oo � .y a� y °Y' ..� o a� h � a.k ; .� NO 3 z � �, � � � � �� + �� °' � � z ��.a � w .� � � � W W o � v o • � a��i � b � R'� Ga a� � � � `° � � ¢, '.� � � .r^, �„ � y Q' W � U C/1 ;� � p .., • O � U � � v� b4. � o � � ° '� `" � •� o � [� v� � �; � � a ov >, •� � a°, � o �,,, �y � o a.� ^� �' �oo s. � '+W O � "Cl U „C y � �.�+ L" 'Y' y O q � � � � a�i °� � � � � v°�, � afli p.� a�'i � m ,� F �W � `� � -O `� P, � k w W W J�'�i� �. 0 °A o II ,�N 3 I a.�. � >C ^+ .� o '� �l �,x' � c� w ".. N p., v� ...�.. O �� bA ,L cC � O U a r� � � � � yU• � � � yU• � ,.., � � �. � z `� � � z w zn w � As listed in Table 13,the beneficial uses include the following: • MUN - Municipal and Domestic Supply waters are used far community, military, municipal, or individual water supply systems. These uses inay include, but are not limited to, drinking water supply. • AGR — Agricultural Supply waters area used for fai7ning, horticulture or ranching. These uses may include,but are not limited to: irrigation, stock watering, and support of vegetation far range grazing. • GWR - Groundwater Recharge waters are used for natural or artificial recharge of groundwater for purposes that may include,but are not limited to, future extraction, maintaining water quality, or halting saltwater intrusion into freshwater aquifers. • REC 1 - Water Contact Recreation waters are used for recreational activities involving body contact with water where ingestion of water is reasonably possible. These uses may include, but are not limited to, swimming, wading, water-slciing, skin and scuba diving, surfing, whitewater activities,fishing, and use of natural hot springs. • REC 2 - Non-contact Water Recreation waters are used for recreational activities involving proximity to water,but not normally involving body contact with water where ingestion of water would be reasonably possible. These uses may include, but are not limited to, picnicking, sunbathing, hiking, beachcombing, camping, boating, tidepool and marine life study, hunting, sightseeing, and aesthetic enjoyment in conjunction with the above activities. • WARM - Warm Freshwater Habitat waters support wat7nwater ecosystems that may include, but are not limited to,preservation and enhancement of aquatic habitats,vegetation, fish and wildlife, including invertebrates. • WILD -Wildlife Habitat waters support wildlife habitats that may include, but are not limited to, the preservation and enhancement of vegetation and prey species used by waterfowl and other wildlife. • ItARE - Rare, Threatened, or Endangered Species waters support the habitats necessary for the survival and successful maintenance of plant or animal species designated under state or federal law as rare,threatened, or endangered. Water Quality Management Plan All projects requiring discretionary and some requiring ministerial City approval are required to prepare a WQMP in accordance with the Orange County DAMP and City of Orange LIP. The WQMP is intended to provide information related to the project's generation and mitigation of water quality pollutants and assessment of hydrological impacts. The WQMP contains project information related to site characteristics, expected pollutants, hydrology impacts, incorporation of structural and non-structural BMPs, Low Impact Development(LID) design features, operation and maintenance, and public education and training. The collective inforxnation is intended to describe how the project will minimize water quality impacts to downstream water bodies. Projects fall into one of two categories: Priority or Non-priority. The main difference between the two project rypes is the requirement for Priority Projects to implement LID design features and for non- priority projects to consider LID where feasible. Priority Projects include development that creates new impervious surface and significant redevelopment that adds or replaces 5,000 or more square feet of impervious area on an already developed site. The proposed project is considered a Priority Project, and must therefore implement LID design features. 110 A Preliminary WQMP must be submitted for priority projects as part of the project application for City discretionary project approval. A Final Project WQMP must be approved prior to issuance of building or grading permits. City of Orange Grading Plan Requirements Prior to issuance of grading permits, the City requires standard Erosion Control, Sediment Control and Water Quality notes to be included on every grading plan including: • Sediment from areas disturbed by construction shall be retained on site using structural controls to the Maximum Extent Practicable. • Stockpiles of soil shall be properly contained to minimize sediment transport from the site to streets, drainage facilities or adjacent properties via runoff,vehicle tracking, or wind. • Appropriate BMPs for construction-related materials, wastes, spills or residues sl�all be implemented to minimize transport from the site to sheets, drainage facilities, or adjoining property by wind or runoff. • Runoff from equipment and vehicle washing shall be contained at construction sites unless treated to remove sediment and other pollutants City of Orange—StandaYd Plans cznd Specificatiorzs All improvements within the public rights-of-way and easements within the City of Orange shall conform to the Standard Plans and Specifications (City of Orange, 2013). The following measlue will be required by the City of Orange and is applicable to the project: 7-8.1 —Cleanup and Dust Control Unless otherwise authorized by the Engineer, all surplus materials shall be removed from the site of the work immediately after completion of the work causing the surplus materials. Unless the construction dictates otherwise, and unless otherwise approved by the Engineer, the Contractor shall furnish and operate a self-loading motor sweeper with spray nozzles at least once each working day to keep paved areas acceptably clean whenever construction, including restoration, is incomplete. Failure of the Contractor to comply with the Engineer's dust control orders may result in an order to suspend work uiitil the condition is conected; after filing notice to the Contractor,the Engineer may order this accomplished by others. 7-8.6—Water Pollution Control Full size, Erosion and Sediment Control Plans shall be prepared by the Contractor as part of the SWPPP that identify adequate controls to prevent erosion and discharge of sediinent off-site. 7-8.7—Draina�e Control It is anticipated that storm, surface or other waters will be encountered at various times and locations during the work herein contemplated... The Contractor will be required to control all water encountered during construction aiid shall use appropriate methods of sediment control and debris barriers to prevent any contaminated water from entering the stonn drain piping. These 111 methods shall include the placement of sand bags, filter fabric and fencing, berms, and other temporary barriers as needed to comply with the City's requirements for construction activities. Proiect Impacts: For sites one-acre ar greater in size, construction impacts on water quality would be addressed through the NPDES requirements for the general construction permit through the State Water Resources Control Board. Construction perxnits require the preparation of a SWPPP. The SWPPP would identify potential pollutants generated during project construction and would identify BMPs to mitigate these impacts where any project is anticipated to disturb over one acre (the project site is 1.73 acres). With the preparation of a SWPPP and implementation of BMPs identified in the SWPPP; the proposed project would not violate water quality standards or waste discharge requirements during construction. In addition, a WQMP would address post-construction impacts to water quality. A WQMP would be prepared to identify site design, source control, and LID to be implemented in accordance with the Orange County NPDES MS4 permit and City's LIP for individual development projects. Because the project is a priority project, a preliminary WQMP has been prepared and is summarized below. A Final Project WQMP is required and must be approved prior to issuance of grading permits. The expected storm water pollutants associated with the proposed project are suspended solid/sediments, heavy metals, pathogens, oil and grease, toxic organic compounds, and trash and debris. Nutrients and pesticides would also be expected to be of concern because of on-site landscaping. The project proposes to utilize underground infiltration systems (ChamberMaxx Open-Bottom Infiltration) as the project BMP to treat the 85"'percentile of a 24 hour storm event. Infiltration systems reduce the volume of stormwater runoff being discharged from a site by allowing stormwater to infiltrate into surrounding soils,preventing pollutants from being discharged offsite. The first infiltration system is located in the bicycle plaza and the second is located in the construction staging area. The infiltration system uses a pretreatment BMP (Contech CDS Unit),which is a hydrodynamic separator that is effective in removing trash and debris, sediments, oil and grease. The proposed Contech CDS Unit would pretreat tributary flows prior to entering the ChamberMaxx Open-Bottom Infiltration system. Any excess inflow will be bypassed and diverted by a stormgate bypass structure into a parkway culvert and discharged into the streets. With implementation of the BMPs and LID as identified in the Final WQMP and SWPPP,the proposed project would not violate water quality standards or waste discharge requirements. A less than significant impact is identified for this issue area. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (b) The City obtains approximately 62 percent of its water from City-owned groundwater wells. Groundwater is pumped from an underground groundwater basin managed by the Orange County Water District (OCWD) from 15 active wells located throughout the City. OCWD recharges the groundwater basin through the use of injection wells as well as natural recharge areas along the Santa Ana River and Santiago Creek. The proposed project is the construction and operation of a parking struciure on an already paved (impervious surface) site. Therefore, it does not interfere with groundwater recharge. The proposed project would not generate a need for substantial amounts of water. A small volume of water would be required for landscape irrigation,periodic maintenance and use of the fire sprinkler system, and periodic cleaning of the parking structure decks. This quantity of water is minimal and can be seived by the City's existing water supply (as described in Section 16 Utilities). Therefore, the proposed project would not substantially deplete groundwater supplies or interfere substantially with groundwater recharge. A less than significant impact is identified for this issue area. 112 Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (c) The project site is relatively flat, sloping from the south at the elevation of 184 to the north at the elevation of 181. There are no underground storxn drain facilities onsite. Existing runoff currently surface flows and is conveyed by concrete ribbon gutters, and eventually discharges into the street gutter via the driveways to Lemon Street and parkway culverts to Maple Avenue. Runoff is carried in the gutter and enters into the city owned underground storm drain system at Maple Avenue and Batavia Street where concrete pipe will convey runoff to Bitterbush Channel and the Santa Ana River. Currently, 82 percent of the project site is currently covered with impervious surfaces. In the post-development condition, proposed on-site drainage would be split into two drainage management areas (DMA). DMA-1 encompasses the southern half of the parking structure and construction staging area totaling 1.02 acres. DMA-2 encompasses the northern half of the parking structure and the bicycle plaza totaling 0.73 acres. Runoff from each DMA would drain into a CDS unit for pretreatment prior to discharging into an underground infiltration system (ChamberMaxx Open- Bottoin Infiltration). The underground infiltration system is sized to fully contain the design capture volume resulting from design storm depth (85`�'percentile, 24-hour storm depth) required by the City of Orange. Any excess inflow will be bypassed and diverted by a stormgate bypass structure into a parkway culvert and discharged into the streets. In the post-developinent condition, 93 percent of the project site would be covered with impervious surfaces. This is an 11 percent increase from existing conditions. There is minimal potential for erosion post-construction as the large majority of the project site is paved. The results of the hydrologic analysis concludes that there is a decrease in the onsite peak runoff from 5.79 cfs for the existing condition to 5.48 cfs for the proposed condition based on the 25-year storm event. Thus, existing offsite drainage systems would reinain the same azid would not be affected by the proposed on-site improvements. The proposed project would not alter the course of Bitterbush Channel or the Santa Ana River resulting in a substantial erosion ar siltation on- or off-site because Bitterbush Channel downstream is a lined trapezoidal channel and the Santa Ana River downstream of the outlet is fully stabilized. Also, the stormwater runoff would be routed to the underground infiltration facility on-site to infiltrate into the ground, thus reducing the total runoff volume and time of concentration and peak flow from the site befare entering the existing public storm drain system. Therefore, a less than significant impact is identified for this issue area. The potential for erosion during construction is addressed under subsection k)and p). Significance Determination:Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After 1dIitigation: Less than significant. (d) The results of the hydrologic analysis concludes that there is a decrease in the onsite peak runoff from existing condition and proposed condition Uased on the 10-, 25-, and 100-year storm events. There would be a decrease in the onsite peak nuioff from 4.83 cfs far the existing condition to 4.59 cfs for the proposed condition based on the 10-year storm event. There would be a decrease in the onsite peak runoff from 5.79 cfs for the existing condition to 5.48 cfs for the proposed condition based on the 25-year storm event. There would also be a decrease in the onsite peak runoff from 7.41 cfs for the existing condition to 7.00 cfs for the proposed condition based on the 100-year storm event. Thus, existing offsite drainage systems would remain the same and would not be affected by the proposed on-site improvements. Stormwater runoff would be routed to the underground infiltration facility on-site to infiltrate into the ground, thus reducing the total runoff volume and time of concentration and peak flow fioin the site before entering the 113 existing public storm drain system. Therefore, impleinentation of the proposed project would not substantially increase the rate or amount of surface runoff in a manner which would result in flooding on- ar off-site. Therefore, a less than significant impact is identified for this issue area. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significasit. (e) The project site is within an urbanized area with existing storm drainage facilities. The proposed project is not anticipated to substantially increase the amount of impervious surfaces, since the project site is already paved. In the post-development condition, 93 percent of the project site would be covered with impervious surfaces. This is an ll percent increase fiom existing conditions. The results of the hydrologic analysis concludes that there is a decrease in the onsite peak runoff from existing condition and proposed condition based on the 10-, 25-, and 100-year storm events. As discussed above, stormwater runoff would be routed to the underground infiltration facility on-site to infiltrate into the ground, thus reducing the total runoff volume and time of concentration and peak flow from the site before entering the existing public storm drain system. The infiltration facility is sized to fully contain the design capture volume resulting from the design capri�re storm depth (85`�' percentile, 24-hour stortn depth)required by the City of Orange. Therefore, the project would not create or contribute runoff water which would exceed the capacity of existing or planned storm water drainage systems. Per the WQMP, the project would implement the following so�.uce control BMPs to minimize polluted runoff: • FF2. Building Maintenance and Repair: Monthly maintenance activities include building maintenance,material storage,building cleaning, and graffiti cleaning. � • FFS. Landscape Maintenance: Weekly maintenance activities include fertilizer and pesticide management,managing landscape waste and erosion control. • FF9. Parking Lot Maintenance: Monthly maintenance activities include sweeping and cleaning, • FF12. Vehicle and Equipment Storage: Monthly maintenance activities include sweeping and cleaning. • FF13. Waste Handling and Disposal: Daily maintenance activities include litter control, waste collection and spill/leak control. Spills shall be cleaned up immediately. The proposed underground infiltration system uses a pretreatinent BMP (Contech CDS Unit), which is a hydrodynamic separator that is effective in removing trash and debris, sediments, oil and grease. The proposed Contech CDS Unit would pretreat tributary flows prior to entering the ChamberMaxx Open- Bottom Infiltration system, which would infiltrate t�unoff carrying project pollutants. With implementation of the BMPs identified in the WQMP, the proposed project would not provide a substantial additional source of polluted runoff. Therefore, a less than significant impact is identified for this issue area. Significance Determination: Less than significant. Mitigation Measures: No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (fl The project site drains into the existing storm drain systein and there are no natural drainages on ar adjacent to the project site. In addition, there are no new uses or operations proposed which would 114 degrade water quality because the project site would continue to be used for parking. As such, there are no other pollutants generated by the project that would not be addressed through construction BMPs identified in the SWPPP and post-construction BMPs identified in the WQMP (refer to subsection a). A less than significant impact is identified for this issue axea. Significance Determination: Less tha�i significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (g) The proposed project does not include the development of housing. Further, according to the Federal Emergency Administration Flood Insurance Rate Map, the project site is not located within a mapped 100-year flood hazard area. Therefore, no impact related to housing within a 100-year flood hazard area would occur. Significance Determination: No impact. Mitigation Measures:No mitigation meast�res are required. Significance Determination After Mitig�tion:No impact. (h)According to the Federal Emergency Administration Flood Insurance Rate Map,the project site is not located within a mapped 100-year flood hazard area. Therefore, the proposed project would not place structures that would impede or redirect flood flows within a 100-year flood hazard area. No impact is identified for this issue area. Signi�cance Determination:No impact. Mitigation Measures: No mitigation measures are required. Significance Determination After Mitigation:No impact. (i) The Santiago Dam, built in 1931, is an earthfill structure with a 25,000 acre-feet capacity reservoir (Irvine Lake). The dam is jointly owned by the Irvine Ranch Water District and the Serrano Irrigation Dist�ict. It is located west of Blacic Star Canyon and north of Santiago Canyon Road. Villa Park Dam is a flood control dam located downstream from Santiago Dam. It is an earthfill stiucture with a capacity of 15,600 acre-feet and is owned by the Orange County Flood Control District. According to the City of Orange Emergency Operations Plau, it is assumed that both reservoirs are filled to capacity and that a failure of Santiago Dam would cause failure of the downstream Villa Park Dam. Both the City of Orange General Plan Safety Element and the Emergency Operations Plan indicate that should Santiago Dam and Villa Park Dam both fail, a large section of Old Towne including the project site could be flooded. An alerting and emergency response action plan is in place in the event of dam failure. Dam keepers on duty at Santiago Dam and Villa Park Dam would provide initial alerting to the Orange County Control One who will disseminate all alerts to the appropriate agencies. Evacuation and search and rescue operations will be accomplished as required and coordinated public infonnation announcements will be made by Orange County Emergency Alerting System (EAS). The emergency response plan is designed to provide a basis for direction and control of emergency operations,provide for the protection of life and property; insure warning, evacuation, aiid care and shelter of displaced persons, and provide procedures for the evacuation and control of populated areas at risk and subsequent re-entry into such areas in time of a dam failure. Should the Santiago Dam fail, associated flood waters would reach the project site in approximately 6.5 hours,which provides adequate time for emergency alerts and responses to take place. Because the project site is already developed and would continue to provide parking for uses surrounding the site (no addition of housing or population), the proposed project would not result in the exposure of more people to flooding risk than existing conditions. Therefore,this is a less than significant impact. 115 Significance Determination: Less than significant impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant impact. (j) A seiche is a surface wave created when a large body of water is shaken, often by an earthquake. Although there is no history of seiche inundation, the Santiago Reservoir and Villa Park Reservoir could be subject to relatively strong earthquake ground shaking, resulting in seiche. However,the project site is not located in close proximity to these water bodies such that it could be affected by seiche. Further, as discussed above, there is an emergency response plan in place, designed to provide a basis for direction and control of emergency operations, provide for the protection of life and property; insure warning, evacuation, and care and shelter of displaced persons, and provide procedures for the evacuation and control of populated areas at risk and subsequent re-entry into such areas in time of a dam failure. Due to the distance of the project site from the Pacific Ocean, the proposed project would not be subject to the effects of a tsunami. The project site and the surrounding area are relatively flat and developed and the proposed project would not be subject to the risk of mudflows. Therefore, a less than significant impact is identified for this issue area. Signi�cance Determination: Less than significant impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant impact. (k) Construction activities could contribute pollutants including heavy metals,trash and debris, sediments, oil and grease, and paint. The potential for erosion is pa�-ticularly high during the site preparation, grading and excavation phases of construction. The project would be required to prevent the transport of sediments from the site by stormwater runoff and winds during construction through the use of appropriate BMPs (i.e., fiber rolls, sandbag barrier, storin drain inlet protection). These BMPs would be detailed in a SWPPP, in compliance with the latest NPDES Stormwater Regulations. Furthermore, Erosion and Sediment Control Plans prepared by the Contractor as part of the SWPPP (refer to City Standard Plans and Specs Section 7-8.6 —Water Pollution Control) will identify site specific BMP's and will be reviewed and approved by the City Engineer or designee for compliance with NPDES requirements prior to issuance of grading permits. Compliance with these existing regulations would ensure that the proposed project does not impact stormwater runoff from construction activities. Therefore, a less than significant impact is identified for this issue area. Significance Determination: Less than significant impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant impact. (1)Refer to Response 9(a) above. A less than significant impact is identified for this issue area. Significance Determination: Less than significant impact. Mitigation Measures:No mitigation measures are required. Signi�cance Determination After Mitigation: Less than significant impact. (m) Construction activities could contribute additional pollutants inchiding contaminants associated with construction materials, construction waste, vehicles, and equipment, among others. However, as discussed above, site development of greater than one-acre would require preparation of a SWPPP that would identify BMPs (i.e., fiber rolls, sandbag barrier, storm drain inlet protection) to mitigate stormwater runoff impacts from construction activities. A less than significant impact is identified for this issue area. 116 Significance Determination: Less than significant impact. Mitigation Measures: No mitigation measures are required. Significance Determination After Mitigat�on: Less than significant impact. (n)Existin��Re�ulations Santa Ana River Basin Plan The Water Quality Control Plan for the Santa Ana River Basin (Basin Plan) (SARWQCB 1995, as amended) designates beneficial uses and water quality objectives for waterbodies in the region. Specific objectives are provided for the larger water bodies within the region as well as general objectives for ocean waters, bays and estuaries, inland surface waters, and ground waters. In general, narrative objectives require that degradation of water quality does not occur due to increases in pollutant loads that would impact the beneficial uses of a water Uody. Beneficial uses for the Santa Ana River Reach 2 are identified in subsection(a) (Table 13) above. Proiect Impacts: The project site is under the jurisdiction of the Santa Ana RWQCB. The Santa Ana River Reach 2 is on the State's 303(d) list of impaired water bodies. Reach 2 is impaired for bacteria. The majority of the City drains to this reach of the Lower Santa Ana River Watershed. As shown in Table 12, the general types of pollutants that the proposed project could discharge include suspended solid/sediments,nutrients from landscaping, heavy metals, pathogens, pesticides from landscaping, oil and grease, toxic organic compounds, and trash and debris. As discussed above, the proposed project would not substantially increase impervious surfaces or create a noticeable difference in the quantity and type of pollutants discharged from the project site. Further, site development of greater than one-acre would require preparation of a SWPPP that would identify BMPs (i.e., fiber rolls, sandbag barrier, storm drain inlet protection)to mitigate stormwater runoff impacts fiom construction activities. A WQMP would address post-construction impacts to water quality. A WQMP would be prepared to identify site design, source control, and LID to be implemented in accordance with the Orange County NPDES MS4 pennit and City's LIP for individual development projects. Since the Santa Ana River ' Reach 2 was added to the 303(d) list of impaired waterbodies for bacterial impairment, the City requires that project WQMPs include measures that will ininimize bacterial pollutants. As discussed in Response 9(a) above, the proposed onsite infiltration system uses a pretreatment BMP (Contech CDS Unit), which is a hydrodynamic separator that is effective in removing trash and debris, sediments, oil and grease. The proposed Contech CDS Unit would pretreat tributary flows prior to entermg the infiltration system and prior to being discharged into the storm drain system. Implementation of requirements of the WQMP and SWPPP would reduce potential water �uality impacts to receiving water bodies. A less than significant impact is identified far this issue area. Significance Determination: Less than significant impact. Mitigation Measures: No mitigation ineasures are required. Significance Determination After MaTMigation: Less than significant impact. (o) The proposed project involves the redevelopment of the existing 172-space public surface parking lot. Such development would not substantially change either the flow velocity or the volume of stonnwater runoff during construction or after construction, since the amount of impervious surfaces is anticipated to remain fairly constant. The results of the hydrologic analysis concludes that there is a decrease in the onsite peak runoff from existing condition a.ud proposed condition based on the 10-, 25-, and 100-year storm events. There would be a decrease in the onsite peak runoff from 4.83 cfs for the existing condition 117 to 4.59 cfs for the proposed condition based on the 10-year storm event. There would be a decrease in the onsite peak runoff from 5.79 cfs for the existing condition to 5.48 cfs for the proposed condition based on the 25-year storm event. There would also be a decrease in the onsite peak runoff from 7.41 cfs for the existing condition to 7.00 cfs for the proposed condition based on the 100-year storm event. Thus, existing offsite drainage systems would remain the same and would not be affected by the proposed on- site improvements. The underground infiltration systein is sized to fully contain the design capture volume resulting from design storm depth (85`" percentile, 24-hour storm depth) required by the County of Orange. Therefore impacts would be less than significant. Significance Determination: Less than significant impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant impact. (p) The proposed project involves redevelopment of a paved surface parking lot with limited landscape planters and t�ee wells with a parking structure and bilce plaza. Construction-related erosion potential is evaluated in subsection (k). After-project pervious site area would be in the form of perimeter landscaping. In the post-development condition, 93 percent of the project site would be covered with impervious surfaces. This is an 11 percent increase froin existing conditions (82 percent). Therefore, the potential for post-construction erosion is minimal.. As discussed in Response 9(d) above, the results of the hydrologic analysis concludes that there is a decrease in the onsite peak runoff from existing condition and proposed condition based on the 10-, 25-, and 100-year storm events. Therefore, implementation of the proposed project would not result in a substantial increase in impervious surfaces that could increase runoff volume or velocity, thus causing erosion. There are no natural drainage courses on, or immediately adjacent to, the project site. The proposed project would not alter the course of Bitterbush Channel or the Santa Ana River resulting in a substantial erosion or siltation on- or off-site because Bitterbush Channel downstream is a lined trapezoidal channel and the Santa Ana River downstream of the outlet is fully stabilized. Also, the stormwater runoff would be routed to the underground infiltration facility on-site to infiltrate into the ground, thus reducing the total runoff volume and time of concentration and peak flow from the site before entering the existing public storm drain system. Therefore, implementation of the proposed project would not result in substantial erosion or siltation impacts on- or off-site. Through compliance with applicable regulations and application of appropriate BMPs, it is not anticipated that implementation of the proposed project would result in a significant increase in erosion on-site or in surrounding areas and a less than significant impact is identified. Significance Determination: Less than significant impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant iinpact. Less than Significant Potentially With Less Than Significant Midgation Significant No 10. LAND USE/PLANNING. Would the pYoject: Impact Incorporated Impact Impact (a Physically divide an established community? ❑ ❑ ❑ � (b) Conflict with any applicable land use plan,policy,or regulation of an agency with jurisdiction over the project(including,but not limited to the � � � � general plan,specific plan,local coastal program,or zoning ordinance) ado ted for the ur ose of avoidin or mitigating an environmental effect? (c) Conflict with any applicable haUitat conseivation plan or nahual � � � � communi conseivation lan? 118 Impact Analvsis: (a) The project site is located in an urban setting surrounded on all sides by streets, coinmercial, residential and institutional development. It is currently used as a 172-space public surface parking lot. The proposed project involves redevelopment of this existing parlcing lot. The proposed project does not include any extensions of roadways or other development features through currently developed areas that could physically divide an established coirununity. The physical arrangement of existing land uses would reinain intact. Therefore, unplementation of the proposed project would not physically divide an established community and, therefore,no iinpact would occur. Significance Determination:No iinpact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. (b) A significant impact may occur if a project is inconsistent with applicable land use plans or zoning designations and would cause adverse environmental effects, which the following regulations are designed to avoid or mitigate. Ci , of Orang;e General Plan State law requires that every city and county prepare and adopt a long-range comprehensive General Plan to guide future developinent and to identify the community's environmental, social, and economic goals. The City of Orange 2010 General Plan, adopted by the City Council on March 9, 2010, contains the following 10 Elements: Land Use, Circulation & Mobility, Growth Management, Natural Resources, Public Safety, Noise, Cultural Resources & Historic Preservation, Infrastructure, Urban Design, and Economic Development. Consistency with the City of Orange General Pla�z Table 14 includes a discussion of the project's consistency with the applicable goals and policies of the Land Use Element. As demonstrated, the project would be consistent with the applicable goals and policies. Land Use Designation The Land Use Element of the Orange General Plan determines the location and type of land use and development in the City. The project site is designated Old Towne Mixed Use-15 (OTMIX-15, 6 to 15 dwelling units per acre, maximuin 0.5-1.0 FAR). The Land Use Element provides the following description for the OTMIX designation: Local- and neighborhood-sicpporting mixed-use activity centers designed to be contextually appropriate within a historic area. Comrnercial retail is encouraged to be the pri�nary use on the ground floor. P�°ofessional office and housing uses are also encouraged, particularly as adaptive reuse opportunities within existing structures. Transit-orientation, walkability, und pedestrian access are key considerations. The lower end of the FAR range supports retail development, while the higher end of the range supports a combinc�tion of uses including commercial and office. Uses within this area are additionally subject to provisions of the Old Towne Design Standards and Santa Fe Depot Specific Plan, as applic�able. 119 Table 14.Project Consistency with Applicable Policies of the Land Use Element of the City of Orange General Plan Objective Project Consistency Goal 1.0:Meet the present and future needs of all residential and business sectors with a diverse and balanced mix of land uses. Policy 1.2:Balance economic gains from new Consistent. The proposed project has been designed to be development while preserving the character and compatible with the character of the adjacent historic densities of residential neighborhoods. neighborhood.It also complies with the SOI Standards, Historic Preseivation Standards for Old Towne Orange, Santa Fe Depot Specific Plan Design Guidelines,and the Southwest Design Standards.Further,it would support the economic viability of the surrounding commercial development by providing public parking. Policy 1.4:Ensure that new development reflects Consistent. As described in Response 1(c),the proposed existing design standards,qualities,and features project would not degrade the existing visual character or that are in context with nearby development. quality of the site and its surroundings as the project design would comply with the SOI Standards,Historic Preservation Standards for Old Towne Orange,Santa Fe Depot Specific Plan Design Guidelines,and the Southwest Design Standards. Compliance with these standards ensures that the proposed project is compatible with the existing historic character of the area. Goa12.0: Create successful,high quality-mixed use districts consisting of a mix of residential,commercial, office,civic,and common open space land uses,supported by a(ternative modes of transportation. Policy 2.4:Encourage mixed-use projects that Consistent. Although not a mixed use project itself,the contain a variety of compatible uses,and provide proposed project involves the construction of a public parking necessaiy suppoi�ting public and community structure that would provide parking to serve Orange facilities. Transportation Center transit users and the general public in the City's Old Towne/Santa Fe Depot area. In addition,a bicycle plaza that would accommodate City bike lockers and bikes racks would be included along Maple Avenue, improving public bike amenities in the area. Policy 2.5:Minimize traffic and parking impacts of Consistent. The proposed project would provide 611 parking proposed mixed-use projects. spaces,with 500 dedicated for Metrolink users and 111 spaces for general use. Poliey 2.6: Encourage linkage in and around Consistent. See response to Policy 2.4 above.Additionally, mixed-use areas using a multi-modal circulation the project would include a concentrated planting of st�eet network,particularly transit,pedestrian sidewalks, trees on Maple Avenue and Lemon St�eet to enhance the paths and paseos,and bicycle and trail systems. pedestrian environment in the area and a Class III bike lane on Lemon Street(implementing the Master Plan of Bilceways within the project liinits). Policy 2.7: Ensure that architecture,landscape Consistent. See response to Policy 1.4 above. The project design,and site planning of mixed use projects are has been designed to be a high quality project that complies of the highest qualiry,and that they emphasize a with design standards and is compatible with the surrounding pedestrian orientation and safe,convenience access area.Additionally,the project includes a public bike plaza and between uses. a concentrated planting of street trees on Maple Avenue and Lemon Street to enhance the pedestrian environment in the area. Goal 5.0: Maintain and enhance the vibrant, transit-accessible, pedestrian-friendly, and livable character of Old Towne's neighborhoods and commercial core. Policy 5.3:Develop additional sensitively designed Consistent. See response to Policies, 1.2 1.4 and 2.5 above. public parking throughout Old Towne. The project consists of development of public parking and implements this policy. 120 The Old Towne Mixed-Use General Plan land use designation provides for integrated commercial retail, professional office, housing, and civic uses. Although not a mixed use project itself, the proposed project involves the construction of a public parking structure that would provide parking to serve Orange Transportation Center hansit users and the general public in the City's Old Towne/Santa Fe Depot area, which is a mixed use area consisting of a combination of residential, commercial, industrial and institutional uses. In addition, a bicycle plaza that would accommodate City bike lockers and bike racks would be included along Maple Avenue, improving public bike amenities in the area. The proposed project would support the econoinic viability of the sunounding development by providing public parking. The proposed project has been designed to be compatible with the character of the adjacent historic neighborhood. It also coinplies with the SOI Standards, Historic Preservation Standards for Old Towne Orange, Santa Fe Depot Specific Plan Design Guidelines, and the Southwest Design Standards. Based on these considerations, the proposed project is generally consistent with the Old Towne Mixed Use-15 General Plan land use designation. Santa Fe De.pot S�ecific Plan A Specific Plan is a regulatoiy tool that local governments use to implement the General Plan and to guide development in a localized area. While the General Plan is the City's overall guide for growth and development and the Zoning Code is the tool for regulating development in the entire City, a Specific Plan focuses on the unique characteristics of a special area by customizing the plaruling process and land use regulations to that a1•ea. The purpose of the Santa Fe Depot Specific Plan is to build an environxnent around the Santa Fe Depot that supports and facilitates transit use Uy capitalizing on pedestrian traffic and encouraging a mix of employment, shopping and residential uses within easy walking distance of the OTC. The intent is to bring new vitality to the Santa Fe Depot area,malcing it a vibrant part of Old Towne Orange. Consistency with tlze Santa Fe Depot Specific Plan The project is specifically identified in the Urban Design Framework of the Santa Fe Depot Specific Plan as"Leinon Street Parking Structure." Table 15 includes a discussion of the project's consistency with the applicable objectives and policies of the Santa Fe Depot Specific Plan (City of Orange, 2012). As demonstrated,the project would be consistent with the applicable objectives and policies. Land Use and Zoning Designations The project site is located within the boundaries of the Santa Fe Depot Specific Plan Area, and is zoned Public Institution(PI) and Old Towne Mixed Use-15 (OTMU-15)under the Specific Plan. The PI zoning district is established to accormnodate a wide range of public and quasi-public uses which,by their nature, need special consideration to ensure compatibility with suirounding development. This designation is further intended to be applied only to property clearly intended for such public and quasi-public uses. The OTMU-15 zoning district surrounds the Plaza and lines inuch of Chapman Avenue, Glassell Street, and the Burlington Northern Santa Fe railroad corridor. It includes most of the eight block Downtown Core identified in the Historic Preseivatioil Design Standards for Old Towne Orange. Commercial retail uses are the primary uses allowed on the ground floor. Residential development is encowaged either in conjunction with a coinmercial use or as a separate, freestanding use. Development shall conform to the standards outlined in the Historic Preservation Design Standards for Old Towne Orange and any other adopted design and land use guidelines and/or regulations. 121 Table 15.Project Consistency with Applicable Policies of the Santa Fe Depot Specific Plan Policy Project Consistency Objective 1:Diversify the mix of land uses in the Santa Fe Depot area to maximize its function as a vibrant and cohesive transit village,while also maintaining its overall historic scale and character. Policy 1.2:Recruit and ath•act neighborhood serving Consistent. The proposed project involves flie uses,including specialty retail and restaurants,to construction of a parking structure that would provide increase patronage from local residents. parking to serve t��ansit users and the general public in the City's Old Towne/Santa Fe Depot area. The project will support the"Park Once"concept,which will allow parkers to park at the proposed parking structure and then wallc around the surrounding area to multiple destinations.The area sunounding the project site has experienced a recent revitalization with new restaurants and retail stores.The project would support ongoing revitalization. Policy 1.8:Improve the pedestrian environment along Consistent.As part of the proposed project,landscaping all streets within the Specific Plan area,with special will be provided along the project's frontage on Maple consideration given to Chapman Avenue and Cypress Avenue and Lemon Street. London Plane will be Street. planted along Maple Avenue and Majestic Beauty Magnolia will be planted along Lemon Street. Both of these tree species are identified as approved street tree , species in the Master Street Tree Plan. The proposed landscaping will enhance the pedestrian environment along Maple Avenue and Lemon Street. Objective 2:Maintain and enhance the historic industrial character of the 5anta Fe Depot area,as well as the remaining integrity of historic residential areas,through careful and coordinated planning that builds upon its key assets and reinforces its historic development patterns. Policy 2.5:Use design guidelines,coupled with Consistent.The project is an infill project that has been incentives to developers to adaptively reuse older, designed to comply with the SOI Standards,Historic historically signi�cant buildings and develop sensitively Preseivation Standards for Old Towne Orange,Santa Fe designed infill projects. Depot Specific Plan Design Guidelines and the Southwest Design Standards to ensure that the proposed project is compatible with the existing historic character of the area. Objective 5: Take advantage of,and support,the Santa Fe Depot's transit services to realize the area's potential to become a multi-modal mixed use district. Policy 5.1: Capitalize on the presence and function of Consistent.The proposed project involves the removal the Metrolink Station. of the existing 172-space public surface parking lot to Policy 5.3:Evaluate Meholink surface parking lots for construct a new parlcing structure. The proposed project redevelopment potential. would provide 611 parking spaces,with 500 dedicated for Metrolink users and 111 spaces for general public use. Objective 6:Provide convenient access and circulation for all modes of transportation,enhance walkability, and provide an efticient parking strategy for the Santa Fe Depot area. Policy 6.3:Provide a sufficient overall supply of Consistent. See response to Policies 1.2,5.1 and 5.3 parking within the Santa Fe Depot area,while avoiding above. an oversupply of parking. Objective 7:Encourage sustainable design and development practices and facilitate development activity that is beneticial to both the environment and public health. Policy 7.5: Iinplement water conservation design and Consistent.Landscaping for the project will be maintenance measures. designed to comply with the City's Water Efficient Landscape Ordinance and with the guidelines for implementation of the Water Efficient Landscape Ordinance. 122 The General Plan designation and zoning for a portion of the project site is cw-rently inconsistent. The proposed project involves a zone change from PI to OTMLT-15 to clean-up this existing inconsistency on the project site (Figure 12). It should be noted that public parking is an allowed use in both the PI and OTMU-15 zoning districts. Therefore, the zone change is not required in order to implement the project, but is rather proposed to clean-up the inconsistency. Therefore, with the zone change, the proposed project would not conflict with any applicable land use plan or zoning ordinance. The proposed project complies with the development standards of the zoning code. According to Table 17.19.120 of the Zoning Code, the maximum structure height of any structure zoned OTMU-15 is 32 feet. The Santa Fe Depot Specific Plan further limits height to 28 feet. Pursuant to the Zoning Code and the Specific Plan, the proposed project would not exceed the permitted structure height in the OTMU-15 zone. The setback is in keeping with the prescribed setbacic and is consistent with the zero setback of non-residential buildings commonly found in the Old Towne area. Non-residential buildings in the immediate vicinity are built to the property line. Therefore,construction of the building at the property line is consistent with the historic non-residential development pattern. No impact would occur. Santa Fe Depot Specific Plan Design Guidelines The Design Guidelines for Historic Buildings, contained in Chapter 7 of the Santa Fe Depot Specific Plan, have been prepared to assist the City and properiy owners when making changes or additions to historic buildings or developing new construction within the Santa Fe Depot Specific Plan area. The project site is located within the Santa Fe Depot Specific Plan area. Because the project would develop new construction within the Santa Fe Depot Specific Plan area, it is subject to comply with the Santa Fe Depot Specific Plan Design Guidelines for Historic Buildings. The following ulformation is summarized from the Analysis of Potential Impacts on Historic Resources prepared for the project by ASM Affiliates, Inc. dated June 5, 2015. This report is provided as Appendix C of this Initial Study. The proposed project complies with the Santa Fe Depot Specific Plan guidelines as outlined below: 1. The front and primary entrances for the parking structure are oriented to the street. Given the auto-oriented function of the building, efforts have been made in the building design to integrate pedestrian access points to the sidewallc. Furthermore, the positioning of the structure on the property line perpetuates the historic building edge conditions that characterize the commercial core of the Specific Plan area and historic downtown, and much of the historic industrial development along the railroad con�idor. 2. The setback is in keeping with the prescribed setback and is consistent with non-residential building setbacks in the surrounding area. Non-residential buildings in the historic district and Specific Plan's mixed use zones are intended to be built to the property line to reinforce the histaric street edge conditions and pedeshian-oriented streetscape. The Urban Design Frarnework contained in the Santa Fe Depot Specific Plan recognizes Lemon St�eet as a key pedestrian corridor. Therefore, construction of the building at the property line helps to define the pedestrian environment, and results in a two-sided streetscape on Lemon Street, filling in the present void created by the surface parking lot. 3. Although greater in mass and scale than the most immediate buildings, the mass and scale of the project is able to draw upon that of other buildings in the historic district and surrounding area. As noted previously, the mass and scale of the proposed parking structure is similar to other industrial buildings along the railroad corridor within three blocics of the project site, including three historic packing houses, one historic ice house, two historic industrial properties, and the Chapman University Dodge Filin School. These buildings are characterized by large boxy forms that set them apart from the smaller-scale residential buildings east of the rail corridor. Thus, the project echoes both existing large-scale historic industrial and institutional buildings in proximity 123 to the site, and the contextual relationship these buildings share with adjacent small-scale historic residential structures. 4. Although greater in height and width than the inodest historic residences abutting the site to the east and west, the height and width of the project is able to draw upon larger industrial and institutional buildings within the railroad corridor west of the site, and Chapman University facilities to the immediate north. Within three blocics of the site in the Specific Plan area there are three historic packing houses, one historic ice house, and one historic industrial building that are substantial in height and width, with buildings dominating the site. In the case of two of the packing houses and the historic industrial building, the structures occupy nearly the complete width of their sites. Similarly, the building footprint of nearby historic commercial buildings generally occupy much if not all of their sites, with two commercial buildings fronting Chapman Avenue one-half block west of the site spanning the majority of the width of their respective blocks. Therefore, the proposed project conditions are not dissimilar to historic development patterns associated with non-residential buildings. 5. The building form of the parking structure generally complies with the forms found in the Specific Plan area, with many examples of rectangular buildings with flat roofs. As noted previously, the proposed parking structure form reflects its function, and is similar to other industrial buildings along the railroad corridor within three blocks of the project site, including three historic packing houses, one historic ice house, two historic industrial properties, and the Chapman University Dodge Film School. These buildings are also characterized by large boxy forms. 6. The project design includes a palette of materials used historically in the Specific Plan area. As previously noted, brick is a common exterior building material among the commercial and industrial buildings in the immediate environs of the project site. The color and texture of the historic brick ranges from red to buff, with surface finishes associated with natural weathering to sandblasting. The proposed brick color palette has been selected to closely reference nearby structures. In addition to the colors and materials, the project incorporates fenestration that references adjacent commercial buildings, with storefront style mullions that mimic those found on prominent historic commercial buildings southwest of the project site in the Specific Plan area. 7. The project includes contemporary interpretations of display windows at the pedestrian level with the open screen areas that provide a variation in the solid to open wall areas, especially on the Lemon Street and Maple Avenue fa�ades. The project fenestration references adjacent commercial buildings, with storefront style mullions that mimic windows found on historic commercial buildings southwest of the project site. Old Towne Desi�n Standards The Ciry of Orange adopted design guidelines in 1995 (latest revision in 1999)to protect the historic and architectural resources which contribute to the cultural riches of Orange. The Old Towne Design Standards require consideration of a project's compatibility with surrounding development and neighborhoods,adequacy of screening/buffering, landscaping, signs, and streetscape. The project site is located within the locally designated Old Towne Orange Historic District and is subject to comply with the local Old Towne Design Standards. The standards for new construction within the Old Towne Design Standards are applicable to the project. The following information is summarized from the Analysis of Potential Impacts on Historic Resources prepared for the project by ASM Affiliates, Inc. dated June 5,2015. This report is provided as Appendix C of this Initial Study. 124 -- � �'�:`�.�� i N 'N' � i I.+� � s .� _ . -- ..----_�.� — - -- ---' . ,:. .�. . . ; .�. 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"' �U� 155 153� 156 ;w� j�' i i .,.. . . . ___ . .._ __,_ �J' . � I � j ��£; � � 163 R-�-6166 I � � I �+ ' i I� i I 173 ta�P} 176 .: � I � � i � �6 ' � � � � ; 19 T R-1-6 � �,,$�0 - �� r��"� "L.c>nirtg C:lrssificstion � Met�y>[ink 1'arking Structure 3ou ,�o oroo� � Project Site �j•oposed=Old Towne Miaed Use-1�(SP) October,21 st 2013 Figure 12. Proposed Zoning Classification 125 The Project complies with the Old Towne Design Standards criteria as outlined below: 1. The project is generally compatible with surrounding development and neighborhoods. The parking structure massing, exterior finish materials, and fenestration are similar to historic industrial, commercial, and institutional buildings within three blocks of the project site. The brick exterior is of a color palette similax to multiple historic buildings within the project vicinity. The texture and color of the brick, along with the building articulation are intended to offer a pedestrian-scale interface with the sidewalk and surrounding development. 2. The project is consistent in size and scale with the larger extant buildings in the surrounding development. The scale of the building is similax to other industrial buildings along the railroad corridor within tluee blocks of the project site, including three historic pacicing houses, one historic ice house, and two historic industrial properties. North of the site across Maple Avenue is the Chapman University Dodge Film School, which is also a large structure with a design that references Hollywood film studios and sound stages. These buildings are characterized by large boxy forms that set them apart from the smaller-scale residential buildings east of the rail corridor. Therefore, not only is the project consistent with existing large-scale historic industrial and institutional buildings in proximity to the site, it also shares a similar contextual relationship with adjacent modest historic residential structures. 3. The project's design, colors, and material are compatible with the character of the surrounding area. Brick is a common exterior building material among the commercial and industrial buildings in the historic districts, and the iinmediate environs of the project site. The color and texture of the historic brick ranges from red to buff, with surface finishes associated with natural weathering to sandblasting. The proposed brick color palette has been selected to closely reference nearby structures. In addition to the colors and materials, the project incorporates fenestration that references adjacent commercial buildings, with storefront style mullions that mimic those found on windows of historic commercial buildings southwest of the project site. 4. The project does not erode or adversely affect an historic resource or district. The project has been designed to adhere to the SOI Standards, and City design standards so as not to negatively impact adjacent historic resources and the larger Old Towne Orange Historic District. While the project represents a change to the physical character of the site, the site itself represents 0.27 percent of the total land area of the historic districts. Therefore, its effect on the integrity of the overall districts is minimal. As noted above,while the scale and massing of the proposed parking structure will contrast with existing modest historic residential structures adjacent to the site, this building relationship is typical for the historic development pattern along the rail corridor. Southwest Desi�n Standards The Southwest Design Standards were originally adopted in June 1988 and amended in 2013 with policies and standards to regulate buildin.g design, signage, and landscape design within both the public right-of-way and on private property to coordinate individual buildings or projects into a harmonious whole and to improve the aesthetic environment. The following summarizes the project's compliance with the Southwest Design Standards. The following information is summarized from the Analysis of Potential Impacts on Historic Resources prepared for the project by ASM Affiliates, Inc. dated June 5, 2015. This report is provided as Appendix C of this Initial Study. The Southwest Design Standards identify seven specific criteria for new construction to take into consideration. The project complies with the Southwest Design Standards as outlined below: 126 1. The scale of the project and its building components are comparable to nearby historic industrial, commercial, and institutional buildings/building components in the historic district and surrounding area. The project fenestration references adjacent commercial buildings, with storefront style mullions that iniinic windows found on historic commercial buildings one-half block from the site. These historic building features served as the inspiration for the project design. 2. Although greater in mass than the modest historic residences abutting the site to the east and west, the inass of the project is able to draw upon that of certain industrial and commercial buildings in the historic district and Chapinan University academic facilities in the surrounding area. These include three historic packing houses, one historic ice house, and one historic industrial building that are massive in size and boxy in fonn. The footprint of these buildings occupy a substantial portion of their sites, and in some cases the blocks that they are located on. 3. Although greater in height than the most immediate buildings, the height of the project is able to draw upon larger industrial and commercial buildings within the district and sunounding area for compatibility. Within three blocks of the site there are three historic packing houses, one historic ice house, and one historic industrial building that are substantial in height. In order to minimize the visual impression of the parking structure's height, the design incorporates horizontal bands of ground and second floor openings, to the maximum extent possible. Where long spans of building wall are required to achieve coinpliance with the Building Code, pilasters have been incorporated to break up the expansive appearance of the wall. Additionally, historic public artwork or a combination of greenscreens and landscaping is integrated into the elevations to help the parking structure have a stronger pedestrian orientation, and reduce the perception of the building height. 4. The proportions of the major eleinents of the project are comparable to other industrial and commercial building elements in the Old Towne Design Zone and surrounding area. The size and distribution of the building openings are in proportion with the parking structure itself, as well as with nearby historic coxrunercial and industrial buildings. The proposed public artwork are also appropriately sized to be in proportion with the elevations they are mounted on. 5. The project does not place design emphasis on a particular element nor does it overshadow design elements of adjacent buildings. The building design includes simple shapes and forms similar to those commonly found in the industrial and commercial buildings in the Old Towne Design Zone. The simplicity of the design serves to diminish the inherently substantial size of the parking structure. Building detailing is simplistic and historically referenced, and horizontal design elements are incorporated to the extent possible. 6. The project's materials are compatible with the character of the surrounding area and specifically reference the brick color and texture common in the immediate vicinity. As noted previously, brick is a coirunon exterior building material among the commercial and industrial buildings in the immediate environs of the project site. The proposed brick color palette has been selected to closely reference nearby structures. In addition to the colors and materials, the project incorporates fenestration that references adjacent coirunercial buildings, with storefront style mullions that mimic those found on windows of historic commercial buildings southwest of the project site. While these openings will not be filled with glass, the size, shape, and detailing of the openings are compatible with surrounding historic commercial development. 7. The setback is in keeping with the prescribed setback and is consistent with the zero setback of non-residential buildings commonly found in the Old Towne Design Zone. Non-residential buildings in the immediate vicinity are built to the property line. Therefore, construction of the building at the property line is consistent with the historic non-residential development pattern, 127 and also helps to define the pedestrian environment and establish a two-sided streetscape on Lemon Street, filling in the present void created by the surface parlcing lot. Conclusion• Based on the analysis provided above, the proposed project would not conflict with applicable land use plans, policies, or regulations, including the Orange General Plan, Santa Fe Depot Specific Plan, Old Towne Design Standards, and Southwest Design Standards. Therefore,no impact would occur. Significance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. (c) The City is a participant in the Orange County (Central/Coastal)NCCP, which was approved in 1996. The project site is not identified as a reserve, non-reserve open space or special linkage in the NCCP, nor does the project site fall within any other local or regional conservation planning areas. Therefore, no conflict with such plans is identified and no impact is identified. Significance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. Less than Significant Potentially With Less Than Significant Mitigation Significant No 11. MINERAL RESOURCES. Would tlte project: Impact Incorporated Impact Impact (a) Result in the loss of availability of a known mineral resot�rce that would � � � � be of value to the region and the residents of the state? (b) 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? Impact Analysis: (a) The proposed project involves the construction and operation of a parking structure and would not extract mineral resources on the project site. According to Figure OSG2 in the City's General Plan Open Space and Conservation Element, the project site does not contain mineral resources that would be "regionally significant." Therefore, implementation of 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. No impact would occur. Significance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. (b) As discussed in response 11(a), the proposed project would not 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. The City's General Plan, specific plans, or any other land use plans do not designate the project area as a locally important mineral resources recovery site. Therefore, no impact is identified far this issue area. 128 Signi�cance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. Less than Significant Potentially With Less Than Significant Miagation Significant No 12. NOISE. Would the project result in: Impact Incorparated Impact Impact (a) Exposure of persons to or generation of noise levels in excess of standards established in the local general plan or noise ord'uiance,or applicable ❑ ❑ � ❑ standards of other agencies? (b) Exposure of persons to or generation of excessive groundborne vibration � � � � or oundborne noise levels? (c) A substantial pennanent increase in ainbient noise levels in the project � � � � vicini above levels existin without the pro'ect? (d) A substantial temporary or periodic increase in ambient noise levels in the � � � � ro'ect vicini aUove levels existin without the roject? (e) For a project located within an aiiport land use plan or,where such a plan has not been adopted,within two miles of a puUlic airport or public use � � � � airport,would the project expose people residing or warking in the project area to excessive noise levels? (fl For a�roject within the vicinity of a private airsU�ip,would the project expose people residing or working in the project area to excessive noise ❑ ❑ ❑ � levels? Impact Analvsis: (a) General Noise Concepts Noise is generally defined as unwanted sound typically associated with human activity which can interfere with ar disrupt normal activities. Sound is technically described in terms of the loudness (amplitude) and frequency (pitch) of the sound. Sound levels are expressed on a logarithmic scale of decibels (dB), in which a change of 10 units on the dB scale reflects a 10-fold increase in sound energy. A 10-fold increase in sound energy roughly translates to a doubling of perceived loudness. Because of the logarithmic nature of the dB scale, increasing sound intensity by a factor of 10 raises dB levels by 10 dB; increasing sound intensity by a factor of 100, raises levels by 20 dB and increasing by a factor of 1,000 will raise it by 30 dB, and so on. However, due to the internal mechanism of the human ear and how it receives and processes noise, when two sound sources of equal intensity or power are measured together or result in a doubled noise source (doubling acoustical energy), their combined effect(intensity level) is 3 dB higher than the level of either separately. For example, two vehicles, both simultaneously producing 70 dB would not result in a coinbined dB of 140, but instead would simultaneously result in a dB of 73. A-Weighted Decibels In evaluating huinan response to noise, acousticians compensate for people's response to varying frequency or pitch components of sound. A-weighted sound pressure level is used to account for the variation in range of sound pitch and for the average human ear's response to these sounds. The human ear is most sensitive to sounds in the middle fiequency range used for human speech, and is less sensitive to lower and higher-pitched sounds. Thus, naffic noise reports are typically reported in dB on the A- weighted scale, abbreviated dBA. Zero on the dBA scale is set roughly at the threshold of human hearing and the threshold for physical discomfort is set at 120 dBA, equivalent to being within proximity (near the runway)to the sound of a jet talcing off. 129 Noise Descriptors To account for daily noise fluctuations resulting from the surrounding environment, traffic noise analyses typically use the following descriptors to describe time-varying noise levels: Equivalent Sound Level (Le�: Leq represents an average of the sound energy occurring over a specified period. In effect, Leq is the steady-state sound level that in a stated period would contain the saine acoustical energy as the time-varying sound that actually occurs during the same period. The 1-hour A-weighted equivalent sound level (Leq[h]), is the energy average of the A-weighted sound levels occurring during a 1-hour period and is the basis for noise abatement criteria (NAC) used by the California Department of Transportation(Caltrans) and the Federal Highway Administration(FHWA). Community Noise Equivalent Level (CNEL): CNEL is a weighted average sound level during a 24-hour day. CNEL is a noise measurement scale, which accounts for noise source, distance, single event duration, single event occurrence, frequency, and time of day. Human reaction to sound between 7:00 p.m. and 10:00 p.m. is as if the sound were actually 5 dBA higher than if it occurred from 7:00 a.m. to 7:00 p.m. From 10:00 p.m. to 7:00 a.m. humans perceive sound as if it were 10 dBA higher due to the lower background level. Hence, the CNEL is obtained by adding an additional5 dBA to sound levels in the evening from 7:00 p.m. to 10:00 p.m., and 10 dBA to sound levels in the night before 7:00 a.m. and after 10:00 p.m. Because CNEL accounts for human sensitivity to sound, the CNEL 24-hour figure is always a higher number than the actua124-hour average sound level. Maximum Noise Level: The maximum noise level (L,,,ax) is roughly equivalent to the loudest 1-second period during any specified time period. The L�„ax is generally used to quantify short-term pass-by noise caused by traffic and railroad activity. Existin�Re�ulations California Adnzinistrative Code Title 24 Section 1092 of Title 24 of'the California Administrative Code is a regulatory guide for multi-family residential developments and establishes noise reduction features to be implemented into project design and constniction for units established in areas where ambient noise levels exceed 65 dBA CNEL. Outdoor private areas and open spaces within these developments must be shielded from any primary noise source (i.e., railroad tracks or freeways etc.). Additionally, Title 24 requires insulation for these units to reduce interior ambient noise levels to 45 dBA CNEL or lower. Noise Element The purpose of the Noise Element of the City's General Plan is to coordinate the community's land uses with the existing and future noise environment, and to design measures intended to minimize or avoid community exposure to excessive noise levels. The goals, policies, and implementation programs of the Noise Element address seven issues: (1) noise and land use compatibility; (2) vehicular traffic noise; (3)train noise; (4) aircraft noise; (5) noise associated with mixed-use development; (6) industrial noise; and(7) construction,maintenance, and nuisance noise. Noise Element Standards and Land Use Compatibility The City has developed its own land use compatibility standards, based on recommended parameters from the California Governor's Office of Planning and Reseaxch, that rate compatibility in terms of normally acceptable, conditionally acceptable, normally unacceptable, and clearly unacceptable. Using these 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 130 presented in Table N-3 of the General Plan and Table 16 in this section. These standards, which use the CNEL noise descriptor, are intended to be applicable for land use designations exposed to noise levels generated by transportation related sources. Table 16.Maximum Allowable Exposure—Transportation Sources Land Use CNEL(dBA) Designations Uses Interior''3 ExteriorZ Estate Low Density Single-family, duplex,and multiple-fainily 45 65 Residential Mobile home park N/A 65 Low Density Residential Low Medium Density Residential Medium Density Residential Single-family 45 65 Neighborhood Mobile home park N/A 65 Mixed-use a s Neighborhood Office Multiple-fainily,Mixed-use 45 65 ' Professional Transient lodging—motels,hotels 45 65 Old Towne Mixed-use Sports arena,outdoor spectator sports N/A N/A General Commercial Auditariums,concert halls,amphitheaters 45 N/A Yorba Coirunercial Overlay Urban Mixed-use Office buildings,business,commercial and 50 N/A Urban Office Professional professional Light Industrial Manufacturing,utilities,agriculture N/A N/A Public Facilities and Schools,nursing homes,day care facilities, 45 65 Institutions hospitals,convalescent facilities,dormitories Government Facilities—offices,fire stations, 45 N/A community buildings Places of Worship,Churches 45 N/A Libraries 45 N/A Utilities N/A N/A Cemeteries N/A N/A Recreation Conunercial Playgrounds,neighborhood parks N/A 70 Open Space Golf courses,riding stables,water recreation, N/A N/A Open Space—Park cemeteries Open Space—Ridgeline Resoiu�ce Area Source: City of Orange General Plan 2010 Notes: (1) Inteiior habitable environxnent excludes batlu•ooms,closets and corridors. (2)Exterior noise level standard 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 California Building Code(CBC)requirements. (4)Within the Urban Mixed-use,Neighborhood Mixed-use,Oid Towne Mixed-use,and Medium Density Residential land use designations,exterior space standards apply only to common outdoor recreational areas. (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 fi•eeways(I-5,SR-57,SR-55,SR-22,or SR-241)and Smart Streets and Principal Arterials identified in the Circulation and Mobility Element that exceed 70 dB should provide additional coimnon open space. N/A=Not ApplicaUle to specified land use categoiy or designation Land use compatibility noise exposure limits are generally established as 65 dBA CNEL for a majority of land use designations throughout the City. Higher exterior noise levels are permitted for multiple-family 131 housing and housing in mixed-use contexts than for single-family houses. This is because multiple-family complexes are generally located in transitional areas between single-family and commercial districts or in proximity to major arterials served by transit, and a more integrated mix of residential and commercial activity (accompanied by higher noise levels) is often desired in mixed-use areas close to transit routes. These standards establish maximum interior noise levels for new residential development, requiring that sufficient insulation be provided to reduce interior ambient noise levels to 45 dBA CNEL. Non-transportation related (stationary) noises are those resulting from mechanical or industrial processes and lawn equipment. When stationary noise is the primary noise source, and to ensure that noise producers do not adversely affect noise-sensitive land uses, the City applies a second set of standards when planning and making development decisions. These hourly and maximum performance standards (expressed in Leq) for non-transportation or stationaiy noise sources are designed to protect noise sensitive land uses adjacent to stationary sources from excessive noise. Table N-4 in the General Plan and Table 17 in this section summarize City stationary source noise standards for various land use types. These standards are codified in OMC Chapter 8.24, Noise Control, and represent the acceptable exterior noise levels at the sensitive receptar. Table 17. Maximum Allowable Noise Exposure—Stationary Noise Sources Noise Level Descriptor Noisc Level Time Period Hourly Equivalent Level(Leq),dBA 55 dBA 7 :00 a.m.— 10 :00 p.m. Ma�imum Level(L�„�),dBA 70 dBA 10 :00 p.m.—7 :00 a.m. Source: City of Orange General Plan 2010 Notes: (1) These standards apply to new or existing noise sensitive land uses affected by new or existing non- transportation noise sources,as deternuned at the outdoor activity area of the receiving land use. However,these noise leve]standards do not appiy to residential units established in conjunction with industrial or commercial uses(e.g.,caretaker dwellings). (2) Each of the noise levels specified aUove should be lowered by five dB for simple tone noises,noises consisting primarily of speech or music,or for recurring impulsive noises.Such noises are 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 coirunercial uses(e.g.,caretaker dwellings). (3) No standards have Ueen included for interior noise levels.Standard construction practices that comply with the 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 resh-ictive than those specified above based upon determination of existing low or high ambient noise levels.If the existing amUient noise level exceeds the standards listed in Table N-4 of the General Plan Noise Element(Table 17 of this Initial Study),then the noise level standards shall be increased at 3 dB increments to encompass the amUient environment.Noise level standards incorporating adjustments for existing ambient noise levels shall not exceed a maximum of 70 dB Leq. City of Orange Municipal Code—Section 8.24.070 Exen2ptions from Chapter Provisions Section 8.24.070 of the OMC establishes conditions that are considered exempt from the provisions of the Code. Exemption E relates to construction noise and states: The following activities shall be exempted from the provisions of this chapter: 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. 132 Proiect Impacts: The following information is suirunarized froin the Noise and Vibration Assessment prepared for the project by HDR Engineering, Inc. dated May 15, 2014. This report is provided as Appendix D of this Initial Study. Construction The land uses surrounding the project area include residential, industrial, coinmercial, office and institutional (churches, schools, libraries). Nearby noise-sensitive receptors include residences along Lemon Street and a cluster of three homes on Cypress Street that abut a portion of the project site's northwest property line. Implementation of the proposed project would result in short-term increases in noise levels during earthwork, excavation, grading, and building consn-uction activities. However, the proposed project would comply with Section 8.24.070 of the Orange Municipal Code by limiting construction between the hours of 7:00 a.m. and 8:00 p.m. Monday through Saturday, excluding Federal Holidays. This restriction includes engine "warm-up" or starting prior to 7 a.m. The City exempts construction-generated noise occuning between the restricted hours, frorn applicable noise standards, provided that all construction equipment is fitted with factory-installed muffling devices and maintained in good working order. This regulatory exemption reflects the City's acknowledgement that construction noise is a necessary part of development and does not create an unacceptable public nuisance when conducted within the least noise sensitive hours of the day. Compliance with Section 8.24.070 of the Orange Municipal Code would avoid the potential for construction-related noise impacts. This is considered a less than significant impact. Operation The existing noise exposures for the two receptor clusters were estimated using the methods from the FTA manual. Noise exposure estimates are determined based on population density and distances from uiterstates, other major roadways,and railroad lines. Receptor 1 (Rl)is a group of residences located east of the project site along Lemon St�eet and Receptor 2 (R2) is a group of residences located near the northwest boundary of the project site. The estimated existing noise levels at receptors R1 and R2 is 55 dBA. Future project noise levels were calculated based on two project noise sources: 1) Stationary noise from the parking garage and 2) Highway/Transit noise from project-related automobiles and vans (due to increased traf�c on nearby roadways driving to or leaving the parking structure). It should be noted that future intersection traffic estimates indicated no project-related traffic along Cypress Street between Chapman Avenue and Maple Avenue, so after-project noise levels at R2 do not include the Automobiles and Vans source. As shown in Table 18, the total noise exposure (existing noise levels with total project noise levels) at Rl is calculated at 59 dBA CNEL. The total noise exposure at R2 is calculated at 56 dBA CNEL. The City's Noise Element has determined an acceptable level of exterior noise to be 65 dBA CNEL and an acceptable level of interior noise to be 45 dBA CNEL for mixed-use and residential land use types (noise sensitive receptors). Typically, an exterior noise level of 65 dBA translates to an interior noise level of 45 dBA with standard building practices and insulation. Because the with-project exterior noise does not exceed 65 dBA, interior noise levels at the R1 and R2 residential clusters would not experience interior noise levels above 45 dBA. Therefore,with-project noise levels do not exceed City noise standards. This is considered a less than significant impact. The parking structure is considered a stationary iioise source and is subject to the City's stationary source noise standards (Table N-4 in the General Plan and Table 17 in this section). The City's Noise Element 133 has determined that an acceptable hourly equivalent level of noise to be 55 dBA Leq and an acceptable maximum level of noise to be 70 dBA Lmax. Tlle peak hour noise level at the Rl and R2 residential clusters is calculated at 44 and 45 dBA Leq, respectively. The maximum noise level at the R1 and R2 residential clusters is calculated at 61 dBA Lmax. The parlcing structure does not exceed the City's acceptable hourly equivalent level and maximum level of noise. Therefore, this is considered a less than significant impact. Table 18. General Operationall�Toise Assessment Results dBA CNEL Total Noise Exterior Parking Autos and Totat Exposure Noise Existing Garage Vans Project (Existing+ Threshold Significant Noise Noise Roadway Noise Total (dBA Impact? Rece tor Level Level Noise Level Level Pro'ect CNEL) /N R1 55 48 55 56 59 65 N R2 55 49 -- 49 56 65 N Note: No Automobiles and Vans Noise Level is given for R2 because no project-related traffic is expected on Cypress Street in fi•ont of R2. Source: HDR Engineering,Inc.,2014. Significance Determination: Less than significant impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant impact. (b) The following information is summarized from the Noise and Vibration Assessment prepared for the project by HDR Engineering, Inc. dated May 15, 2014. This report is provided as Appendix D of this Initial Study. Construction Vibration Buildin�Dama�e Vibration is the periodic oscillation of a medium or object with respect to a given reference point. Vibration amplitude can be expressed in peak particle velocity (PPV). PPV is defined as the maximum instantaneous positive or negative peak of vibration signal. PPV is typically used in the monitoring of transient and impact vibration and has been found to conelate well to the stresses experienced by buildings. PPV is expressed in inches per second(in/sec). Construction of the parking structure is expected to be phased over a 12-month period. As shown in the Noise and Vibration Assessment(Appendix D of this Initial Study), the 12-month construction period can be separated into four distinct phases, where each phase involves a different mix of construction vehicles and equipment needed for the particulax type of activity (e.g. grading). Phase 1 includes demolition, grading, and excavation. Phase 2 includes foundation/struct�ual installation. Paving/striping would occur in Phase 3, and architectural/landscaping would occur in Phase 4. Construction equipment required for Phase 1 includes off-highway trucks (including water trucks) and trucks for exports and deliveries. Phase 2 would require off-highway trucks, trucks for exports and deliveries, concrete trucks, pile driver and bore/dxill rig. Phases 3 and 4 would require off-highway trucics (including water trucics) and trucks for exports and deliveries. Ground-borne vibration would be generated during project const�liction by construction equipment including a pile driver, bore/drill rig and trucks. Project-related construction vibration was evaluated using the procedures of the FTA manual. Construction vibration is assessed in terms of building damage and human annoyance. For non-engineered timber and masomy Uuildings,the damage criterion is a PPV of 0.2 in/sec. Engineered buildings can withstand higher levels of vibration, but the buildings near the project site are assumed to be non-engineered. 134 Each piece of construction equipment is assessed individually, using typical vibration levels from Table 12-2 of the FTA manual. Using the vibration criteria levels and propagation equations, impact distances are determined and applied to the expected perimeter of usage for each piece of construction equipment. Only certain equipment expected for project construction produce levels of vibration that might be of concern. Impact distances are calculated as the distance where the typical construction equipment PPV is equal to the building damage criterion. Table 19 contains the typical PPV for the expected construction equipment and the impact distances for each. Figure 13 illustrates the building damage impact contours for Pile Driving, Bore/Drill Rig, and Trucics. As shown in Figure 13, one historic residence (185 N. Cypress Street) is located within the trucics contour, and two industrial buildings (129 N. Cypress Street (not historic) and 153 N. Cypress Street (historic) are located within all three construction equipment contours. These represent potential conshuction-related vibration impacts. Table 19.Construction Vibration Building Damage Impact Distances Pliase(s) Typical PPV at 25 feet Impact Distance Construction E ui ment Used in/sec feet Pile Driver or Vibrato Hanuner 2 0.644 55 Bore/Drill Ri 2 0.089 15 Off-Hi hwa Truck includin Water Trucks 1,2 0.076 13 Concrete Truck 2,3,4 0.076 13 Trucks ex orts/deliveries 1,2,3,4 0.076 13 Source:HDR Engineering,Inc.,2014. Mitigation Measure N-lrequires that an alternative construction method be employed, which would involve any non-conventional pile driving system such as auger drilling (bore/drill rig) in order to reduce the construction vibration building damage impact. Auger drilling is a feasible construction method for the excavation shoring system. The sole use of auger drilling instead of pile driving would lessen the potential coilstruction vibration building damage impact to the three buildings (one residence and two industrial buildings). Because the construction method for the excavation shoring system has not been chosen, it is not 1ci7own whether auger drilling will be employed. Mitigation is required to address the potential construction vibration building damage. Implementation of Mitigation Measure N-1 along with Mitigation Measure CR-2 (which requires pre-and post-construction building surveys and repair of any project-related damage)would reduce building vibration impacts to a less than significant level. Construction Vibration Annoyance Ground-borne vibration would be generated during project construction by construction equipment including a pile driver, bore/drill rig and trucks. Please refer to the Construction Vibration Building Damage heading above for a discussion on construction phasing and construction equipment required during each phase. For human annoyance, impact distances are calculated using the typical construction equipment vibration velocity level (Lv) and the vibration impact criteria (see Table 3-2 in Appendix D). Vibration velocity is the rate of change of displacement of a vibration. Only Category 2 (residences and buildings where people sleep) and Category 3 (institutional lands used primarily during the day and evening) buildings have been identified as sensitive vibration annoyance receptors near the project site, and the frequent vibration events criteria are conservatively used (due to the use of pile driving during installation of the shoring system and structure foundation). Table 20 contains the typical Lv for the expected construction equipment and the impact distances for Category 2 and 3 buildings. 135 �,i e�..'y. � � � � i �Y. r f .� IiIY'I I � k � .i �,i"i �.� ��I .. � � ,� � �=�:, ...s":... ' ` ¢e., �..� ¢<� +� "` . . l•�ir-, ..�� '�1 r •_�•M. '� �S ��, *i .�.�n # Y � �) . r � ,. .�.�. .:�. ' : �� `'a.: . '�. :. . .� -- ,�, e �y { �, � o �` . fl , ,. « � � � , �. . - v� ,�'�� ,�. . ry ,.4, � r,,, „ , � , . w�: � �:� �, �s; � ,: � ^ "'p , @ ,� �`"�, ?�' � T � � . � � a. ; w y T . _ � . �," {rr` t . ti "�;`�- �� .<;�. II:�,,i.. � t 9� µ ty_, ' � �. � � �� M�� ' � �� tv�, .t. ... tl � e �� e 4 a a �� w � � � �� , "�� `a� �.,r , � .�. � . � , �;,:,;k�,:..; xx_.,. � �� z;�. � �,„-�„>` t':. a. n o�k� • n .*� .ay�:�..4 ' Legend contours �"��:6 ProjectArea !—_� Pile Driver �Parking Structure ',_ __� Bore/Drill Rig R@C6�t01"S _a Trucks �Residentiai L�Institutional 0 100 20� 400 Feet � 0 o�ice � � � � � � � � � �Commercial/Industria! Source:HDR Engineering,Inc.,2014. Figure 13. Construction Vibration Building Damage Impact Contours 136 Table 20.Construction Vibration Annoyance Impact Distances Typical Lv at Impact Distance Phase(s) 25 feet (feet) Construction E ui ment Used (VdB) CateQor 2 Cateaor 3 Pile Driver or Vibrato Hammer 2 104 291 232 Bore/Drill Ri 2 87 79 63 Off-Hi hwa Tiuck(includin Water Trucks) 1,2 gF> 73 58 Concrete Truck 2,3,4 86 73 58 Trucks(ex orts/deliveries 1,2,3,4 86 73 58 Source:HDR Engineering,Inc.,2014. Analysis results indicate that construction-related ground-borne vibrations have the potential to exceed the annoyance-based vibration impact tlueshold at select Category 2 buildings as shown in Figtue 14. Tlu•ee buildings to the west of the project site are within all three (pile driving, bore/drill rig, and trucks) annoyance vibration contours. Eleven Category 2 buildings to the east of the project site are within the pile driver vibration annoyance contour. Construction-related ground-borne vibrations also have the potential to exceed the annoyance-based vibration impact threshold at select Category 3 buildings as shown in Figure 15. One Category 3 building is within the trucks and pile driver annoyance contours, and two additional Category 3 buildings are within the pile driver vibration annoyance contour. Therefore, the proposed project has the potential to expose people to ground-borne vibration during construction beyond the "annoyance" thresholds. This is considered a potentially significant impact. Mitigation Measure N-1 requires that an alternative construction method to pile driving be employed, which would involve any non-conventional pile driving system such as auger drilling(bore/drill rig). The sole use of auger drilling instead of pile driving would lessen the potential construction vibration annoyance. Furthermore, the proposed project would restrict construction between the hours of 7:00 a.m. and 8:00 p.m. Monday through Saturday, excluding Federal Holidays in accordance with OMC Section 8.24 Noise Control to limit vibration am�oyance impacts to the least sensitive hours of the day. Implementation of the proposed project would be subject to compliance with OMC Section 8.24 Noise Control. Therefore,impacts would be less than significant. Operation Following the procedures of the FTA manual, a screening procedure was used to identify any buildings requiring a general vibration assessinent. The proposed project only includes the operation of rubber tire vehicles during operations. There are no significant roadway irregularities (such as speed bumps), no nearby vibration-sensitive manufacturin� or research facilities, and no vehicles operating within the same structure as another building. These conditions indicate that there are no sources of vibration impacts during operation of the parking structure. This is considered a less than significant impact. Significance Determination: Potentially significant impact. Mitigation Measures: N-1 As required by Mitigation Measure CR-2,the City shall retain a Qualified Professional to conduct preconstruction and post-construction stuveys to docuinent the physical condition of one histaric residence (185 N. Cypress Street) and the two industrial buildings (129 N. Cypress Street (not historic) and 153 N. Cypress Street (historic) to document the physical condition of these structures. Any damage to these structures that is documented to be a result of the project shall be repaired at the expense of the City. In addition, an alternative constiuction inethod to pile driving shall be employed, which would involve any non-conventional pile driving system such as auger drilling (bare/drill rig). Auger drilling is a feasible construction method for the excavation shoring system. 137 },r,� �;w*: � + , ., � i ,�t . � ..� . ' #;. ,:�i.� « A� py ; • . !�. � .�h . �� +#j'�. � i q: �� ha� aM �r u§ I :� � / �� .. A r . /" .. f� �,'�Nfl 1 Sn I I :� . : � N.r . �Mi �; 14. ��"� . 1 T � � 4� � � �� +,,; '� �'� i ��, ;� � ,a j' �,� m.""- ....r.n�„ .n` .,�«,.,�r�,�.�„. . r� � � ,;:�� r � �� '� u .7 3. � � � � � �„ ��.,.: , .:y�'�-:�'�a` �� F�: �� i� � ?g,�t 1 '� � '` � �' �` % j '�� `" tx � �s; �ai �� - , t �. � . . ..� `�a � a: .. � �.��h t ��A � � ;, :s ��. . �,�� $ .. r , � , �t '� � ��,��`� � t „:.�� ' ,ie'. �. y, ,� , �, �' � `fi:'� . -^` �t ; �� . d,� x „, . ' � , .# r �.� #, �.F :.�,TM'� {,.: �. ' � }' ` . x _ j r. ' .x � _ � � • E$��: „. ` �. 3y.�. � � u . ;*t {`? „. � . ��, 5, .4 � - ` e _ ..� m Q , o . ;J A�� .�, ..;:, -' ' a � �o � ,�. i v, .. . y*cy � ' ti �� `� A � � � ; , �` 4 ��..;;.�"t t�`. {��-w< -' = �,d . � ,. ., . :, �,..a , .,��-�E,:s` � r .�� .� ��,� �.�: � �..'; ,1�'�"' u o� � � • <� 9 _ � o �' ; _�>� Legend contours `��' ' Project Area r_� Pile Driver �Paiicing Structure !_____J Bore/Drill Rig Receptors I__J Trucks Q Residential �Instltutional 0 100 200 400 Feet � 0 otttce � � � � � � � � � �Commercial 1 Industriat Source:HDR Engineering,Inc.,2014. Figure 14. Construction Vibration Category 2 Annoyance Impact Contours 138 � �i�, � E � � �_ ,. �_, a* j � � .,s�:` » �� .,__ � . y� . `.!�' . F� 1�.+II +.��'. a � P ;, �� f } t ` � � . 'M'i /. /(F ��.A; .ws ' / - �' �.. i y �'. ,, 1 +fP u � +'W F� h� : �� yy �/�y i �� ;�.• � '� . . Y .aawV' I 3AY.R�� I�� III I' �� 'dY �� I k, �� .� � � ��ri:�_ � � � �"`� ,� ,. a. . �r , i ; � : x � � , .. r , � , l�' f� r�z' �. � � ,�n� �`.: x � m �., �;: #<:, . �� r,� � .r ;� �,, „ � a. �� € �s „� ha � k ��- a: +� �° t I z,,F. � � ;V .. � � �� . �n�, � � �� '� � A r �p t � � . '�'. �. � . �q I3�I��I '.& R.. �� i �. _ . �� a � � o `� - _ � . � � , _ a�. �'.. . ',� , �- � a � o -,.- �� + � � � � � . fv�� . �, '�� 4��'�� $� � tl;� €,_ a m.�n.s«.�w� y � �:- � ��. ,k , • �+ ° A � i Legend Contours *�,�ProjectArea � Pile Driver �Parking Structure ��Bore/Drill Rig Receptors i�Trucks Q Restdentiai Q Institutional 0 1fl0 200 40� Feet � �°ffi� � � � � � � � � � Q Commerciai!Industriai Source:HDR Engineeiing,Inc.,2014. Figure 15. Construction Vibration Category 3 Annoyance Impact Contours 139 Significance Determination After Mitigation: Less than significant with mitigation incorporated. (c) 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 65 dBA, a project related permanent increase in ambient noise levels of 5 dBA CNEL or greater. • Where the existing ambient noise level is greater than 65 dBA, a project related pertnanent increase in ambient noise levels of 3 dBA CNEL or greater. As previously mentioned, the estimated existing noise level at receptors Rl and R2 is 55 dBA.Future project noise levels were calculated using two project noise sources: 1) Stationary noise from the parking garage and 2) Highway/Transit noise from project-related automobiles and vans (due to increased traffic on nearby roadways driving to or leaving the parking structure). With the addition of these two noise sources and the existing background noise(which accounts for all existing noise sources),the noise levels at receptars R1 and R2 are calculated at 59 dBA CNEL and 56 dBA CNEL, respectively. The project's contribution is less than 5 dBA. Therefore, the project's contribution is not substantial and the project's impact is less than significant. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (d)Existin Re�ulations City of Orange Municipal Code—Section 8.24.070 Exenzptions from Chapter Provisions Section 8.24.070 of the OMC establishes conditions that are considered exempt fiom the provisions of the Code. Exemption E relates to construction noise and states: The following activities shall be exempted from the provisions of this chapter: E. Noise sources associated with construction, repair, remodeling, or grading of any real property, provided said activities do riot take place Uetween 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. Proiect Impacts: As discussed above, construction activities are anticipated to result in a temporary or periodic increase in ambient noise. However, as mentioned previously, the City's Municipal Code Chapter 8.24 places restrictions on hours of activity for construction-related noise. Construction may only take place between 7:00 a.m. and 8:00 p.m. on weekdays including Saturdays, excluding Sundays and federal holidays. This restriction includes engine "warm-up" or starting prior to 7:00 a.m. The City exempts construction- generated noise occurring between the restricted hours, from applicable noise standards, provided that all construction equipment is fitted with factory-installed muffling devices and maintained in good working order. This regulatory exemption reflects the City's acknowledgement that construction noise is a necessary part of development and does not create an unacceptable public nuisance when conducted within the least noise sensitive hours of the day. Implementation of the proposed project would not result in a substantial temporary or periodic increase in ambient noise levels and a less than significant impact is identified. 140 Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (e) The project site is neither located within an airport land use plan, nor within two miles of a public airport. The nearest airport is John Wayne Aiiport, located approximately eight miles south of the project site in the city of Santa Ana. Therefore, the proposed project would not expose people residing or working in the project site to excessive noise levels related to a public airport or public use airport. No impact would occur. Significance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. (fl The proposed project is not within the vicinity of a private airstrip. Therefore, the proposed project would not expose people on the project site to excessive noise levels related to a private airstrip and no impact would occur. Signi�cance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. Less tlian Significant Potentially With Less Than Significant Mitigation Significant No 13. POPULATION AND HOUSING. YVould the project: Impact Incorporated Impact Impact (a) Induce substantial population growth in an area,either directly(for ❑ ❑ ❑ � example,by proposing new homes and businesses)or indirectly(for exam le,throu h extension of roads or other infrastructure)? (b) Displace substantial numbers of existing housing,necessitating the � � � � construction of replacement housing elsewhere? (c) Displace suUstantial numbers of people,necessitating the const�uction of � � � � re lacement housing elsewhere? Impact Analvsis: (a) The project site is currently developed with a 172-space public surface parking lot. The proposed project would involve the removal of the existing 172-space public surface parking lot to construct a parlcing structure. The project would not induce growth through the development of housing, major employment centers or the expansion of major capital infrastructure such as roadways or utilities. Therefore,no impact is identified for this issue area. Significance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. (b) No housing exists within the project site. Therefore, the proposed project would not displace substantial numbers of existing housing, necessitating the construction of replacement housing elsewhere. No impact is identified for this issue area. Significance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: No impact. 141 (c) The project site is currently developed with a 172-space public surface parking lot. No people reside within the project site. Therefore, the proposed project would not displace substantial numbers of people, necessitating the construction of replacement housing elsewhere. No impact is identified for this issue area. Significance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. Less than Significant Potentially With Less Than Significant Mitigation Significant No 14. PUBLIC SERVICES. Would the project: Impact Incorporated �mpact �mpact (a) Would the project result in substantial adverse physical impacts associated with the provision of or need for new or physically altered governmental facilities,the construction of wluch could cause significant environmental impacts,in order to maintain acceptable seivice ratios,response times or other erformance objectives for any of the public services: ❑ � ❑ i) Fire Protection? � ii Police Protection? � � � � iii Schools? � � � � iv Parks? � � v Other public facilities? � � Impact Analysis: (a) i)Existing Re�ulations California Fire Code and California Building Code These codes prescribe performance characteristics and materials to be used to achieve acceptable levels of fire protection. The proposed project is required to adhere to the California Fire Code (CFC) and California Building Code(CBC), as adopted and amended by the City of Orange. Proiect Impacts: The project site is located within the service area of the City of Orange Fire Department. The Orange Fire Department operates eight stations and has a staff of approximately 136 with 124 sworn fire-fighting personnel. The fire station nearest to the project site is Fire Station l, located at 176 South Grand Street. Fire Station 1 is located less than one mile from the project site. The project does not include new housing or otherwise expand the City's built environment into areas without Fire service. The project would incrementally increase the potential need for Fire services at the site, as any new construction does. However, Fire infrastructure and personnel are already available in close proximity to provide service. The proposed project would be required to comply with all applicable Fire Code requirements. Furthermore, for new buildings, safety is addressed through the plan review process. Site inspections are made of new construction projects to confirm that projects are built per plan, and that there are not any special conditions on site that were not included and approved during the plan review process. Plans drawn in accordance with the current California Fire and Building code requirements, as adopted by the City of Orange, are required in order to receive approval for conditions requiring a permit. The proposed project is not anticipated to result in an increase in the need of fire protection that would require new or significant fire facilities to be constructed. Therefore, a less than significant impact is identified for this issue area. 142 Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. ii)Existing Re�ulations Orange Municipal Code Chapter 15.52 of the OMC requires varying degrees of security to be implemented during design and construction of development projects. This includes security hardware, lighting and building materials (i.e. doors and windows). Prior to building permit issuance, construction documents shall show that all structures comply with the requirements of OMC Chapter 15.52 (Building Security Standards). These include,but are not limited to the following: • Section 15.52.090: Special Building Provisions—Commercial. A. Swinging exterior glass doors, wood or metal doors with glass panels, solid wood or metal doors shall be constructed or protected as follows: 1. Wood doors shall be of solid core construction with a minimum thickness of 13/a inches. Wood panel doors with panels less than one inch thick shall be covered on the inside with a minimum sixteen U.S. gauge sheet steel, or its equivalent, which is to be attached with screws on minimum six-inch centers. Hollow steel doors shall be of a minimum sixteen U. S. gauge and have sufficient reinforcement to inaintain the designed thickness of the door when any locking device is installed; such reinforcement being able to restrict collapsing of the door around any locking device. 2. Except when double cylinder deadbolts are utilized, any glazing in exterior doors or within 48 inches of any door-locking mechanism shall be constructed or protected as follows: a. Fully tempered glass or rated burglary resistant glazing;or b. Iron or steel grills of at least 1/8 inch material with a minimum two-inch mesh secured on the inside of the glazing inay be utilized; or c. The glazing shall be covered with iron bars of at least one-half inch round or one inch by '/4 inch flat steel material, spaced not more than five inches apart, secured on the inside of the glazing; d. Items b and c shall not interfere with the operation of opening windows if such windows are required to be openable by the California Building Code. J. The following standards shall apply to lighting, address identification and parking areas: 1. The address number of every commercial build'uig shall be illuminated during the hours of darkness so that it shall be easily visible from the street. The numerals in these numbers shall Ue no less than six inches in height and be of a color contrasting to the Uackground. In addition, any business which affords vehicular access to the rear through any driveway, alleyway or parking lot shall also display the same numbers on the rear of the building. 2. All exterior commercial doors, during the hours of darkness, shall be illuminated with a minimum of one footcandle of light. All exterior bulbs shall be protected by weather and vandalisin resistant cover(s). 143 3. Open paxking lots, and access thereto, providing more than ten parking spaces and for use by the general public, shall be provided with a maintained minimum of one footcandle of light on the parking surface from dusk until the termination of business every operating day. K. Elevators. 1. Passenger elevators, the interiors of which are not completely visible when the car door(s) is open, shall have mirrors so placed as to make visible the whole of the elevatar interior to prospective passengers outside the elevator; mirrors shall be framed and mounted to minimize the possibility of their accidentally falling or shattering. 2. Elevator emergency stop button shall be so installed and connected as to activate the elevator alaxm. • Section 15.52.110: Construction Site Security Provisions. All new construction, on sites exceeding one acre in area, shall comply with the following security measures until the utilities have been released by the City: A. Perimeter lighting shall be installed at a minimum of 150 foot intervals and at a height not less than 15 feet from the ground. The light source used shall have a minimum light output of 2000 lumens,be protected by a vandalism resistant cover, and be lighted during the hours of darkness. B. In addition to perimeter lighting described in Subsection A of Section 15.52.110, one of the following shall be used: 1. Fencing, not less than six feet in height, which is designed to preclude human intxusion, shall be installed along the perimeter boundaries of the constxuction site; or 2. A uniformed securiry guard, license according to Business and Professions Code, Chapter 11, shall be utilized to continually patrol the construction site during the hours when construction work has ceased. • Section 15.52.125 Mechanical Parking Gates: Emergency Override Control Devices Required. Owners or operators of controlled vehicle parlcing areas and private streets which use mechanical parking gates to control motor vehicle ingress or egress shall install and maintain an emergency override control device on each gate. Said device shall be a master key-operated type switch which shall comply with the City of Orange standards. Proiect Impacts: The project site is located within the service area of the City of Orange Police Department (OPD). The OPD headquarters and main police station are located at 1107 North Batavia Street. OPD also maintains Police substations in Santiago Canyon and at the Blocic at Orange. OPD has approximately 167 sworn officers. The project does not include housing or otherwise expand the City's built environment into areas outside of Police service areas. The project would incrementally increase the potential need for Police services at the site, as any new construction does. However, Police infrastructure and personnel are already available and serving the project site. The proposed project would be required to comply with Chapter 15.52 of the City's Municipal Code. Chapter 15.52, Building Security Standards, requirements implementation of security measures, which includes security hardware, lighting and building materials. In addition, the proposed parking structure design integrates the principles of Crime Prevention through Environmental Design (CPTED). The building's location and orientation toward high activity areas encourages natural surveillance while its open interior layout, adequate lighting and surveillance cameras 144 discourage criminal activity. The proposed project is not anticipated to result in a substantial increase in the need of police protection that would require new or significant police facilities to be constructed. Therefore, a less than significant impact is identified for this issue area. Signifcance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. iii) The project site is currently developed with a 172-space public surface parking lot. The proposed project would involve the reinoval of the existing 172-space public surface parking lot to construct a new parking structure. The proposed project does not include the development of residential land uses that would result in an increase in population or student generation. Therefore,no impact is identified for this issue area. Significance Determination:No impact. Mitigation Measures:No mitigation measwes are required. Significance Determination After Mitigation:No impact. iv) The project site is currently developed with a 172-space public surface parking lot. The proposed project involves the removal of the existing 172-space public surface parking lot to construct a new parking structure. Therefore, the project does not directly affect parkland. Further, the proposed project would not uicrease population, generating an increase in demand on existing public or private parks or other recreational facilities that would result in or increase physical deterioration of park facilities. Therefore,no impact is identified for this issue area. Significance Determination: No iinpact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigataon:No impact. v) The project site is currently developed with a 172-space public surface parking lot. The proposed project involves the reinoval of the existing 172-space public surface parking lot to construct a new parking structure. The proposed project does not include the development of residential land uses that would result in an increase in population. Thus,the proposed project is not anticipated to adversely affect other public facilities (such as post offices or libraries). Therefore, no impact is identified for this issue area. Significance Determination:No impact. Mitigation Measures:No initigation measures are required. Significance Determination After Mitigation:No impact. Less than Significant Potentially With Less Than Significant Mitigation Significant No 15. RECREATION. Would the pr'ojeCt: Impact Incorporated Impact Impact (a) Would the project increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical ❑ ❑ ❑ � deterioration of the facility would occur or be accelerated? (b) Does the project include recreational facilities or require the construction or expansion of recreational facilities which might have an adverse ❑ ❑ ❑ � physical effect on the environment? 145 Impact Analvsis: (a) The proposed project would involve the removal of the existing 172-space public surface parking lot to construct a new parking structure. Therefore, the project does not directly affect parkland. Further, development of housing is not proposed as part of the project. As such, the proposed project would not increase population, generating an increase in demand on existing public or private parks or other recreational facilities that would either result in or increase physical deterioration of park facilities. Therefore,no impact is identified for this issue area. Signi�cance Determination:No impact. Mitigation Measures:No mitigation measures axe required. Significance Determination After Mitigation:No impact. (b) The proposed project would involve the removal of the existing 172-space public surface parking lot to construct a new parking structure. The proposed project would not include recreational facilities or require the construction or expansion of recreational facilities. Therefore, no impact is identified for this issue area. Significance Determination:No impact. Mitigation Measures: No mitigation ineasures are required. Significance Determination After Mitigation:No impact. Less than Significant Potentially With Less TUan Significant Mitigation Significant No 16. TRANSPORTATION/TRAFFIC. YVould the project: Impact Incorporated Impact Impact (a) Conflict with an applicable plan,ordinance or policy establishing measures of effectiveness for the performance of the circulation systein, taking into account all modes of transportation including inass transit and � � � � non-motorized travel and relevant components of the circulation system, including but not limited to intersections,streets,highways and freeways, edesh•ian and bic cle aths,and mass transit? (b) 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 a ency for desi ated roads or highways? (c) 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? (d) Substantially increase hazards due to a design feahire(e.g.,shaip cuives or � � � � dan erous intersections)or incom atible uses(e.g.,farm e ui�ment)? ❑ ❑ � ❑ (e Result in inade uate emer ency access? (fl Conflict with adopted policies,plans,or programs regarding public transit, bicycle,or pedestrian facilities,or othervvise decrease flie performance or � � � � safety of such facilities supporting alternative transportation(e.g.,bus tw-nouts,bicycle racks? ImUact Analvsis: (a) The following information is summarized from the Metrolinlc Parking Structure Traffic Study prepared by The Mobility Group, dated January 29, 2014. This report is provided as Appendix E of this Initial Study. 146 The Traffic Study includes an analysis of: • Existing Conditions(Baseline) • Existing(2013)with Project Conditions • Existing(2013)with Project Conditions and Mitigation • Future(2416)without Project Conditions • Future(2016)with Project Conditions • Future(2016)with Project Conditious and Mitigation The City's General Plan Circulation and Mobility Element identifies the City's policy standard that establishes LOS D as the lowest acceptable level of service for signalized intersections during peak hours. The City does not have a policy threshold or significance criteria for unsignalized intersections. Therefore,the Traffic Study uses the following criteria: • A significant impact would occur if the project caused the LOS to exceed LOS E, and a traffic signal is warranted. Existing Traffic Conditions The following intersections were analyzed: 1. Batavia Street/Walnut Avenue 2. Batavia Street/Palm Avenue 3. Batavia Street/Chapman Avenue 4. Batavia Street/Almond Avenue 5. Cypress Street/Palm Avenue 6. Cypress Street/Chapman Avenue 7. Lemon Street/Almond Avenue 8. Lemon Street/Walnut Avenue 9. Lemon Street/Maple Avenue 10. Lemon Street/Chapinan Avenue 11. Lemon Street/Palm Avenue 12. Glassell Street/Walnut Avenue 13. Glassell St�eet/Palm Avenue 14. Glassell Street/Maple Avenue 15. Glassell Street/Almond Avenue 16. Glasell Street/Palmyra Avenue 17. Cypress Street/Maple Avenue Under existing conditions, all of the study area intersections were calculated to operate at level of service (LOS) D or better. The LOS calculated for the study area intersections are shown in Table II-3 of the Traffic Study (Appendix E of this Initial Study). Please refer to Section II.4 of the Traffic Study in Appendix E for a detailed description of the existing traffic conditions. Existin�with Pro�ect Conditions The existing with project conditions scenario accounts for the addition of project traffic onto existing conditions. 147 Proj ect Tri�Generation Trips from the proposed project fall into two categories — trips from the Metrolink parking spaces and trips from the general public parking spaces. Trips fYom Metrolink Parking Some trips already occur from the existing Metrolink parking spaces. Trip rates for the Metrolink parking spaces were derived from actual counts conducted at the existing Metrolink lot west of the station. Of the two existing Metrolink lots, the lot west of the station was chosen for the survey because it is exclusively for Metrolink parking,whereas the Lemon Street lot also includes general public parking. The number of vehicle trips (in and out) were counted during the peak periods (6:00 — 9:00 a.m. and 3:00 — 6:00 p.m.), and a vehicle trip rate per parking space derived from the collected data far the a.m. and p.m. peak hours. There rates were applied to the existing number of Metrolinlc parking spaces in the Lemon Street lot to estimate existing trips from Metrolink parking in that lot. The future number of trips from the new 500 Metrolinlc parking spaces was then calculated by applying these rates. However, an adjustment was first made to account for the fact that the existing Metrolink lot west of the station (from which the trip rates were derived) was not fully occupied and parked at 80 percent occupancy. In order to prepare a conservative analysis, the trip rates were adjusted upward to represent100 percentoccupancy. Trips from General Public Parking Trip rates for general public parking spaces were also derived from actual counts conducted at existing public lots in downtown Orange. These counts were conducted at Public Parking Lots No. 6 (north of Chapman Avenue) and No. 8 (south of Chapman Avenue) along Olive Street during the peak periods (6:00—9:00 a.m. and 3:00—6:00 p.m.), and an average vehicle trip rate per parking space was calculated for the AM and PM peak hours. These rates were applied to the existing number of general public parking spaces in the Lemon Street lot to estimate the current number of trips. The future number of trips from the 111 general public spaces in the new parking structure were then calculated using these trip rates, along with the net increase in trips over today's levels. Trip Generation Totals Based on the methodology discussed above, the number of net new vehicles is estimated at 295 vehicle trips in the AM peak hour and 410 vehicle trips in the PM peak hour. It should be noted that the trip generation estimates provide for a conservative analysis. They assume full utilization of the Metrolink parking spaces and the general public parking spaces. However, the trips to the general public parking spaces will not be caused by the parking structure,but by land uses in the Santa Fe Depot and Old Towne areas. As those trips already occur, or be associated with the future projects, the conservative analysis may include a double counting of such trips. Project Impacts Under existing with project conditions, all of the study area intersections were calculated to operate at LOS D or better at all signalized intersections and unsignalized intersections in the a.m. peak hour. In the p.m. peak hour, the study area intersections were calculated to operate at LOS D at all signalized intersections and LOS E or better at all unsignalized intersections. The proposed project does not exceed 148 the City's allowable thresholds in either the a.m. or p.m. peak hour. Therefore, no significant traffic impacts were identified. Future (2016) without Project Conditions The future without project conditions scenario describe the anticipated roadway operations about the time the project would be completed and fully operational. Future traffic forecasts were estimated by predicting two separate components of traffic growth in the study area: cumulative projects and ambient growth. The individual cuinulative projects that will add traffic to the study area are shown in Figure III-1 of the Traffic Study (Appendix E). Based on a review of forecast growths and consideration of the cuxnulative projects, it was determined in conjunction with City of Orange staff that a 0.5 percent annual ambient growth rate was appropriate for streets in the study area. Under future (2016) without project conditions, all study area intersections are calculated to operate at LOS D or better during the a.m. and p.m.peak hour, except for the following unsignalized intersections: • Glassell Street/Palm Avenue(LOS E) • Glassell Street/Palmyra Avenue (LOS E) • Glassell Street/Almond Avenue(LOS F). Future(2016) with Project Conditions Under future (2016) with project conditions, all study area intersections are calculated to operate at LOS D or better during the a.m. and p.m.peak hours, except for the following unsignalized intersections: • Glassell Street/Palm Avenue(LOS F) • Glassell Street/Palmyra Avenue (LOS E) • Glassell Street/Almond Avenue(LOS F). LOS E conditions would occur at Glassell Street and Pahnyra Avenue both without the project and with the project in the a.m. and p.m. peak hours. According to the City's significant impact criteria, a significant impact would occur at an unsignalized intersection if the project caused the level of service to exceed LOS E, and a traffic signal was warranted. However, Glassell Street and Palmyra Avenue does not exceed LOS E. Therefore, the proposed project would not cause an exceedance of the significance threshold and therefore does not result in a significant traffic impact on Glassell Street and Palmyra Avenue in the a.m. and p.m.peak hours. Under future(2016) with project conditions, the level of service would exceed LOS E at the unsignalized intersections of Glassell Street/Pahn Avenue(LOS F) and Glassell Street/Almond Avenue(LOS F) in the a.m. and p.m. peak hours. In addition, fiuther analysis indicated that a traffic signal would be wananted at these intersections. Based on these considerations, a significant t�•affic impact would occur and mitigation is required. Significance Determination: Potentially significant impact. Miti�ation Measures: TR-1: Glassell Street and Palm Avenue Replace the existing four-way stop control with a new traffic signal, and add northbound and southbound left turn pocicets. This improvement can be accomplished within existing right-of- 149 way. This improvement was already warranted and required as a mitigation for the Chapman University Specific Plan project approved by the City of Orange in 2004, and is scheduled for implementation prior to 2020 (Final EIR dated February 2004, State Clearinghouse No. 2001101069). It should be noted that this signal is ctu-rently under construction. TR-2: Glassell Street and Almond Avenue Add a northbound left turn lane and an eastbound right turn lane at this intersection. The northbound approach would be comprised of one left turn lane, one through lane, and one right turn lane. The eastbound approach would be comprised of one shared left/thru lane and one right turn lane. This improvement can be accomplished via restriping within existing right-of-way. This improvement is already warranted and required as mitigation for the Santa Fe Depot Specific Plan (Final EIR dated August 2012, State Clearinghouse No. 2009101033). Timing for the construction of this improvement is estimated to be Year 2020; however, this measure requires that the City Traffic Engineer add this improvement to the City's Seven Year Capital Improvement Program, and that the engineer (or designee) monitor traffic volumes in the area through its bi-annual traffic count process to determine actual timing of implementation. Applicants for projects within the Specific Plan Area are required to contribute their fair-share of costs towards implementation of these improvements, which is based on trip generation associated with individual projects. The parlcing structure project shall pay its fair share for construction of this improvement prior to City issuance of building pertnit finals and as calculated by the City Traffic Engineer based on the trip generation and analysis presented in the project's Traffic Study. Significance Determination After Mitigation: Less than significant with mitigation incorporated. (b) In the City, the Orange County Transit Authority Congestion Management Plan roadway system includes one intersection, the SR-55 northbound and southbound ramps at Katella Avenue. This intersection does not fall within the project area. Therefore,no impact is identified for this issue area. Significance Determination: No impact. Mitigation Measures: No mitigation measures are required. Significance Determination After Mitigation:No impact. (c) The proposed project would not result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safery risks as no airports are located near the project site. Therefore,no impact is identified for this issue area. Significance Determination: No impact. Mitigation Measures: No mitigation measures are required. Significance Determination After Mitigation:No impact. (d) The existing surrounding circulation network would not change with the implementation of the proposed project. Vehicular access would be provided by two driveways into the parking structure: one on Maple Avenue and one on Lemon Street. Lemon Street would be restriped within existing right of way to add a left turn pocket at the Lemon Street driveway. To accommodate the left turn pocket, on- street parking would be removed on a portion of Lemon Street on both the east and west sides. Both driveways (unsignalized) would allow full movements. A LOS analysis for these unsignalized intersections was conducted. The LOS for the driveway intersections was estimated to be no worse than LOS B in either the a.m. or p.m. peak hours. An analysis of queuing at the garage driveways was also 150 conducted (see Appendix A in Appendix E of this Initial Study). Based on the queue analysis, the 95`�percentile queue length would be no more than two cars in either peak hour(due to the relatively low traffic volumes on Lemon Street and Maple Avenue). Therefore, these driveways would operate satisfactorily with the proposed project. No impact is identified for this issue area. Significance Determination:No impact. Mitigation Measures: No mitigation measures are required. Signi�cance Determination After Mitigation: No impact. (e) The proposed project would retain the existing roadway network and would not result in inadequate emergency access. Vehicular access would be provided by two driveways into the parking structure: one on Maple Avenue and one on Lemon Street. Both driveways would allow full movements. The City of Orange Emergency Operations Plan provides the emergency response and evacuation plans for the project site and vicinity in the event of a natural disaster,technological incident, or nuclear defense operation. The Plan is directed toward large scale disasters and does not apply to day-to-day emergencies or the routine procedures used to respond to these emergencies. All City arterials are recognized as primary emergency response routes. In addition, non-arterials can be secondary emergency response routes. According to Figwe PS-4: Generalized Evacuation Corridors of the General Plan Public Safety Element, Chapman Avenue is identified as an evacuation corridor. The proposed project would be subject to existing codes and regulations requiring adequate emergency access. During construction, short-term temporary street or lane closures on Lemon Street and Maple Avenue will be needed to accommodate installation of utility connections in City streets. To ensure that the proposed project does not impair the ability of the City to utilize Lemon Street as an evacuation route, the contractor will be required to implement measures identified in the City's Standard Plans and Specifications. Section 7-10.3 (Street Closures, Detours, Barricades) of the Standard Plans and Specifications requires that emergency vehicles will be permitted to pass through work areas without delay at all times. The contractor will be required to notify emergency service providers of street closures prior to construction. In addition, the contractor will be required to coordinate through access to emergency/fire access vehicles with the local fire authority having jurisdiction. It shall be the sole responsibility of the contractor to provide a fire watch specialist sei-vice for the duration of time that emergency/fire access vehicles are blocked and/or obstructed during construction. Further, the street or lane closure on Lemon Street will be temporary, only lasting during construction activities. Therefare, no perinanent change to the use of Lemon Street as an evacuation con•idor would occur. Implementation of the proposed project would not result in inadequate emergency access. Therefore, impacts would be less than significant. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Miti�ation: Less than significant. (fl A significant impact may occur if a project would conflict with adopted policies or involve modification of existing alternative transportation facilities located on-or off-site. Santa Fe Depot Specific Plan The Santa Fe Depot Specific Plan calls for additional bicycle amenities (e.g. bicycle parking and starage and public parking facilities, expanded bike storage at the train station) to provide bicyclists convenient storage options when bicycles are being used as a primary or a supplementary method of travel while promoting the use of bicycles as an alternative to the automobile. The project includes a bicycle plaza that 151 would accommodate Ciry bike lockers and bike racks along Maple Avenue, consistent with the Depot Specific Plan. City of Orange General Plan The City's 2010 General Plan contains several policies for providing and maintaining an effective circulation network that includes efficient public transit options to meet the needs of those with limited mobility, or residents and visitors choosing not to drive. The City recognizes the importance of accommodating those with various transportation needs. The Circulation Element of the General Plan contains policies regarding alternative transportation. Policy 1.1: Plan, build, and maintain an integrated, hierarchical, and multi-modal system of roadways,pedestrian walkways, and bicycle paths throughout the City. Policy 2.6: Encourage the use of regional rail, transit, bicycling, carpools, and vanpools for work trips to relieve traffic congestion. Policy 4.2: Install racks and safe storage facilities at parking areas for City facilities, as appropriate, and encourage incorporation of such facilities within privately developed projects. City of Orange Master Plan for Recreational Trails and Bikeways The main purpose of the Master Plan for Recreational Trails and Bikeways is to encourage the development of a unified bicycle system throughout the City with connections to other regional bike and pedestrians systems. The Master Plan identifies 32 miles of bilceways within the City and is a component of the Circulation and Mobility Element of the City's General Plan. It identifies designated bicycle routes through the City, and refers to the Bikeways Master Plan (2001) which describes more detailed policies for implementing the Plan. A comprehensive bikeway systein provides enhanced quality of life through additional connectivity and mobility contributing to a balanced transportation system. A safe bikeway system encourages use for commuting and recreational purposes. The Orange Bikeways Master Plan classifies bikeways into three types: • Class I Bike Path — Provides for bicycle travel on a right-of-way completely separated from the street • Class II Bike Lane—Provides a striped lane for one-way travel within the street • Class III Bike Routes—Provides routes that are signed but not striped The development of the Bikeways Master Plan included the evaluation of the OCTA CBSP and incorporation of information where appropriate to ensure consistency. Within the project limits, a Class III bike lane is planned on Lemon Street between Chapman Avenue and Maple Avenue, consistent with the Master Plan. Proiect Impacts: The proposed project would not conflict with adopted policies, plans, or programs supporting alternative transportation. The parking structure would encourage the use of regional transit. The parking structure is located approximately 300 feet east of the OTC, which serves as a Metrolink station and also a regional hub for OCTA bus services. The new parking structure would provide parking to serve transit users and the general public in the City's Old Towne/Santa Fe Depot area. The parking structure would provide 611 parking spaces,with 500 available for transit riders. 152 A Class III bike lane would be established on Lemon Street between Chapman Avenue and Maple Avenue, consistent with the City Master Plan for Recreational Trails and Bikeways. In addition, a bicycle plaza that would accommodate City bike locicers and bike racks would be included along Maple Avenue, improving bike amenities in the area. As such,the project implements and is consistent with City adopted plans and policies supporting alternative transportation.No iinpact is identified for this issue area. Significance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. Less than Significant Potentially Witli Less Than Significant Mitlgation Significant No 17. UTILITIES/SERVICE SYSTEMS. Would the project: Impact lncorporated Impact Impact (a) Exceed wastewater treatment requirements of the applicable Regional � � � � Water uali Conh•ol Board? (b) Require or result in the constr-uction of new water or wastewater treatment or collection facilities or expansion of existing facilities,the conshuction ❑ ❑ ❑ � of which could cause si nificant environmental effects? (c) Require or result in the conshuction of new stoim water drainage facilities or expansion of existing facilities,the construction of which could cause ❑ ❑ ❑ � si �ficant environmental effects? (d) Have sufficient water supplies available to serve the project fi•om existing � � � � entitlements and resources,or are new or ex anded entitlements needed? (e) Result in a determination by the wastewater treatment provider which seives or may serve the project that it has adequate capacity to serve the � � � � �roject's projected demand in addition to the provider's existing commitments? (� Be served by a landfill with insufficient permitted capacity to � � � � accorrunodate the ro'ect's solid waste dis osal needs? (g) Comply with federal,state,and local statutes and regulations related to � � � � solid wastes. Impact Analvsis: (a) The proposed project is the construction and operation of a parking stiuchue and does not include restroom facilities, which would generally require water and sewer services. The project includes a connection to the existing sewer line on Leinon Street. However, discharges to the sewer system from a proposed structure would be limited to wastewater from the fire sprinkler system generated during system maintenance andlor in the event of a fire. Discharges to the sewer system would also include wash water from cleaning and maintenance of the parlcing structure decks. This quantity of wastewater would be minimal. Based on this consideration, the proposed project would not exceed wastewater treatment requirements of the Regional Water Quality Control Board. Significance Determination:No impact. Mitigation Measures: No initigation measures are required. Significance Determination After Mitigation:No impact. (b) Delivery of domestic water seivice in the City is provided by the PuUlic Works Department's Water Division. The City is responsible for the installation and maintenance of the entire water network system. The existing water lines adjacent to the project site include the 8" water line along Chapman Avenue and Lemon Street and 6"water line along Maple Avenue. 153 The City of Orange Public Works Department is responsible for installation and maintenance of local wastewater collection facilities, which convey wastewater to Orange County Sanitation District trunk sewers. The existing sewer lines adjacent to the project site include the 10" sewer line along Chapman Avenue and 8" sewer line along Lemon Street. The proposed project would not generate a need for substantial amounts of water. A small volume of water would be required for landscape irrigation, periodic maintenance and use of the fire sprinkler system, and periodic cleaning of the parking structure decks. The proposed project would connect to the existing 8" sewer main along Lemon Street and the 6" doinestic water main along Maple Avenue. The City has determined that the existing water and sewer lines have adequate capacity to accommodate project discharges. Therefore, the proposed project would not require the construction of new water ar wastewater treatment facilities or the expansion of existing facilities. No impact is identified for this issue area. Significance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. (c) The project site is currently served by a stormwater conveyance system maintained by the City of Orange Public Works Department. An existing 42" reinforced concrete pipe storm drain line runs adjacent to the project site along Lemon Street. Because the existing site is almost entirely paved (with the exception of landscape planters), the proposed project would not substantially alter the amount of impervious surfaces or runoff leaving the site compared to the current condition. The proposed project is not anticipated to substantially increase the rate of runoff or contribute runoff water which would exceed the capacity of existing or planned stormwater drainage systems. Stormwater runoff would be collected onsite, piped into a treatment and infiltration system located south of the parking structure, and infiltrated into the soil. A small portion of the site runoff would sheet flow to the City's existing drainage system. The City has determined that the existing stormwater system has adequate capacity to accommodate project runoff. Therefore, the proposed project would not require the construction of new stormwater drainage facilities or the expansion of existing facilities (other than those onsite facilities required to collect and flow storm water to existing offsite facilities). A less than significant iinpact is identified for this issue area. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (d) According to the Ciry's 2010 Urban Water Management Plan (UWMP), the City consumed approximately 30,573 acre feet per year (AFY) in 2010. This total water demand is comprised of 62 percent local groundwater, 34 percent imported water, and four percent local treated water. According to the City's 2010 UWMP,the City's water demand for 2035 is 34,713 AFY. The 2010 iTWMP conclude that the City is capable of ineeting the water demands of its custoiners in normal, single dry, and multiple dry years between 2015 and 2035 (City of Orange, 2011). The proposed project is located within the Santa Fe Depot Specific Plan Area. According to the previously certified Final Environmental Impact Report for the Santa Fe Depot Specific Plan Update (SCH No. 2009101033), the land uses proposed and anticipated within the Specific Plan Update are consistent with the 2010 General Plan projections. The 2010 UWMP demonstrates that the City has adequate water supply to serve the General Plan buildout population. Therefore,water supply is available to meet the incremental increase in demands from the proposed Specific Plan Update. 154 Further, the proposed project involves the construction and operation of a parking structure and does not include restroom facilities, which would generally require water services. A small volume of water would be required for landscape irrigation, periodic maintenance and use of the fire sprinkler systein, and periodic cleaning of the parking structure decks. This quantity of water is minimal. Therefore, the proposed project would not generate a substantial increase in the need for water and can be served by the City's existing water supply. No impact is identified for this issue area. Significance Determination:No impact. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation:No impact. (e) The proposed project is located within the Santa Fe Depot Specific Plan Area. According to the previously certified Final Envirorunental Impact Report for the Santa Fe Depot Specific Plan Update (SCH No. 2009101033), based on the calculations comparing current usage and proposed Specific Plan Update area development, anticipated buildout, the increment of sewer runoff that would be created within the entire Specific Plan Update area is approximately 0.157cfs, which equals 0.101 mgd. This is less than one percent of 23.70 mgd identified in the 2003 Sewer Master Plan. The Orange County Sanitation District (OCSD) is currently upgrading their existing treatment capacity. The previously certified Final Environmental Impact Report for the Santa Fe Depot Specific Plan Update concluded that implementation of the Specific Plan Update would not result in OCSD determining it has inadequate capacity. The proposed project involves the construction and operation of a parking structure and does not include restroom facilities, which would generally require water and sewer services. Discharges to the sewer system from the proposed parking structure would be limited to wastewater from the fire sprinkler system generated during system maintenance and/or in the event of a fire. Discharges to the sewer system would also include wash water from cleaning and maintenance of the parking structure decks. This quantity of wastewater would be minimal. Therefore,the proposed project would not impact the existing wastewater treatment provider's capaciry to serve. No impact is identified for this issue area. Significance Determination: No iinpact. Mitigation Measures: No mitigation measures are required. Significance Determination After Mitigation: No impact. (fl Trash, recyclables, and green waste within the City of Orange are collected by CR&R Waste & Recycling Services. The proposed project would be setved by the Olinda Alpha Landfill, located at 1942 North Valencia Avenue in Brea. This landfill is permitted to accept up to 8,000 tons of solid waste per day and cun•ently accepts a daily average of approximately 6,000 tons of solid waste per day. The anticipated closure date for the landfill is in 2021. The proposed project is not anticipated to generate substantial amounts of solid waste. The proposed project would generate solid waste from construction and demolition debris during the short-term construction period and from long-tei7n project operations. The demolition phase of construction involves removal of approximately 500 tons of asphalt and base currently covering the existing surface parlcing lot. Once operational, the proposed project would not generate substantial amounts of solid waste. Types of waste are liinited to green waste from landscaping maintenance and municipal t�ash collected in the trash receptacles located in the parking structure. California Assembly Bill 939, also lcnown as the Integrated Waste Management Act, requires each city and county in the state to divert 50 percent of its solid waste from landfill disposal tluough source reduction, recycling, and composting. As such, much of this material would be recycled and salvaged to the maximum extent feasible; thereby 155 minimizing the amount of solid waste that ends up in the landfill. Based on these considerations, the proposed project would not result in significant impacts to solid waste landfill capacity. A less than significant impact is identified for this issue area. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Significance Determination After Mitigation: Less than significant. (g) The proposed project would comply with all regulations regarding the disposal of solid waste. Implementation of the proposed project would not result in excessive production of solid waste that would exceed existing capacity within the landfill. A less than significant impact is identified for this issue area. Significance Determination: Less than significant. Mitigation Measures:No mitigation measures are required. Signifcance Determination After Mitigation: Less than significant. Less than Significant Potentially With Less Than Significant Mitigation Significant No 18. MANDATORY FINDINGS OF SIGNIFICANCE Impact Incorporated Impact Impact (a) Does the project have the potential to degrade the quality of the environment,substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, threaten to eliminate a plant or animal community,reduce the number or ❑ � ❑ ❑ restrict the range of a rare or endangered plant or animal or eliminate important examples of the major periods of California history or rehisto ? (b) Does the project have impacts that are individually limited,but cumulatively considerable? ("Cumulatively considerable"means that the incremental effects of a project are considerable when viewed in ❑ � ❑ ❑ connec6on with the effects of past projects,the effects of other current ro'ects,and the effects of probaUle future pro'ects?) (c) Does the project have environmental effects which will cause substantial � � � � adverse effects on human bein s,either directl or indirectl ? Impact Analvsis: (a) The project area is highly urbanized and the site itself is paved with asphalt and used for surface parking. The proposed project involves redevelopment of an already developed properiy and would not impact any habitat that supports species identified as candidate, sensitive or special status in local, regional plans, policies or regulations by the CDFW or USFWS. However, the project involves the removal of 99 ornamental trees on the project site. Construction and tree removal during the breeding season (February 1 —August 31) have the potential to impact bird species protected under the Migratory Bird Treaty Act. However, with implementation of Mitigation Measure BR-1, this impact would be reduced to a less than significant level. The project area is not considered a wildlife corridor because it does not link large, contiguous blocks of native habitat. The project site does not lie within an adopted Habitat Conservation Plan, Natural Communiry Conservation Plan, or other approved local, regional or state habitat conservation plans. The proposed project will be required to comply with the SOI Standards, Old Towne Design Standards, Santa Fe Depot Specific Plan Design Guidelines for Historic Buildings, and Southwest Design Standards. Compliance with these standards ensures the proposed project will not result in any significant impacts to the Old Towne Orange Historic District; Plaza Historic District; nor the locally designated Old Towne 156 Orange Historic District. To ensure that the design of the project maintains conformance with the SOI standards and other design standards from the schematic design phase through construction, Mitigation Measure CR-1 is required. This measure obligates the City to retain an architectural historian or historic architect qualified per the Secretary of Interior's Professional Qualifications Standards to review construction plans prior to award of a construction contract. This measure ensures the project's continued conformance with the SOI standards and less than significant impacts to the historic district. Vibration during project construction has the potential to result in an indirect effect to historic resources within the historic districts. For non-engineered timber and inasonry buildings such as those buildings within the historic districts, the damage criterion for assessment of potential building damage is a peak particle velocity (PPV) of 0.2 in/sec. The Noise and Vibration Assessment identified three buildings within the local and NRHP Old Towne Orange Historic Districts that have the potential to be damaged by construction vibration. Of those three buildings all located on N. Cypress Street, 185 N. Cypress Street is a contributor to both the local and NRHP historic districts, and 153 N. Cypress Street is a contributor to the local historic district. This is considered a potentially significant impact. However, with implementation of Mitigation Measure CR-2, this impact would be reduced to a less than significant level. Based on the deep ground excavation required for underground parking, unknown archaeological resources and paleontological resources could be unearthed. However,with implementation of Mitigation Measure CR-3, impacts would be reduced to less than significant levels. The proposed project would not eliminate important examples of the major periods of California history or prehistory. Significance Determination: Potentially significant iinpact. Mitigation Measures: BR-1 and CR-1 through CR-3 Significance Determination After 1l�ditig�tlon: Less than significant with mitigation incorporated. (b) Based on the analysis contained in this Initial Study (which considered cuinulative impacts), the proposed project would not result in significant impacts to aesthetics, agricultural and forestry resources, air quality, geology and soils, greenhouse gas einissions, hazards and hazardous materials, hydrology and water quality, land use and planning, mineral resources, population and housing, public services, recreation, and utilities and service systems. Mitigation measures recommended for biological resources (Mitigation Measure BR-1), cultural resources (Mitigation Measures CR-1 through CR-3), noise (Mitigation Measure N-1), and traffic (Mitigation Measures TR-1 through TR-2)would reduce impacts to below a level of significance. Other cumulative projects would also be required to implement mitigation to reduce project-specific impacts to less than significant levels. As such, the proposed project would not have impacts that are individually liinited, but cumulatively considerable. This is considered a less than significant impact. Significance Determination:Potentially significalit unpact. Mitigation Measures: BR-1,CR-1 through CR-3,N-1,and TR-1 through TR-2 Significance Determination After Mitigat�on: Less than significant with mitigation incorporated.. (c) A significant impact may occur if a project has the potential to result in significant impacts, as discussed in the preceding sections. All potential impacts of the proposed project have been identified, and mitigation measures have been prescribed, where applicable, to reduce all potential impacts to less than significant levels. Upon impleinentation of mitigation measures, the proposed project would not have the potential to result in substantial adverse impacts on human beings either directly or indirectly. Significance Determination: Potentially significant impact. Mitigation Measures: BR-1, CR-1 through CR-3,N-1, and TR-1 through TR-2. Significance Determination After Mitigation: Less than significant with initigation incorporated. 157 18. REFERENCES AND PER50NS CONTACTED Aztec Engineering and Tecnoma. 2014. Iris Cluster Aesthetics Study. July 2014. California Air Resources Board 2013. California Greenliouse Gas Inventory for 2000-2011 — by Category as Defined in the 2008 Scoping Plan. Updated August 1,2013. California Air Resources Board, 2000. Fact Sheet, California's Plan to Reduce Diesel Particulate Matter Emissions. Available at: http://www.arb.ca.gov/dieseUfactsheets/rrpfactsheet.PDF. California Department of Conservation, Division of Land Resource Protection, 2011. Orange County Important Farmland 2010. ftp://ftp.consrv.ca.gov/pub/dlrp/FMMP/pdf/2010/ora l 0.pdf Viewed February 16,2014 California Department of Transportation. Scenic Highway Information Page. Available at: http://www.dot.ca.govlhq/LandArch/scenic_highways/scenic_hwy.htm Viewed February 19,2014 City of Orange,2011. 2010 Urban Water Management Plan. June 2011. City of Orange,2010. City of Orange General Plan. Public Safety Element. City of Orange, 2007. Historic Trees. May 16. City of Orange, 2013. Department of Public Works. Standard Plans and Specifications Apri12013. City of Orange, 1999. Master Street Tree Plan.August 1999. City of Orange,2010. Orange-Municipal Code: Code of Ordinances. City of Orange, 2010. Orange General Plan Program Enviroiunental Iinpact Report. March City of Orange,2012. Santa Fe Depot Specific Plan. Septeinber 2012. City of Orange. Street Tree Information Page. Available at: http://www.cityoforange.org/depts/publicworks/street tree_information.asp Viewed February 17, 2014 County of Orange,2010. County of Orange General Plan, Safety Element. 2010. HDR, 2012. Final Program Environmental Impact Report for the Santa Fe Depot Specific Plan Update (SCH No. 2009101033). SCAG,2013. Final Federal Transportation Improvement Program. Project Listing Volume III of III. United States Department of Agriculiure, Soil Conseivation Service and Farest Service, 1978. Soil Survey of Orange County and Western Part of Riverside County, California. United States Environmental Protection Agency, n.d. PCBs Questions & Answers. Available at: http://www.epa.gov/region9/pcbs/faq.html.Viewed August 11,2014. 158 11%i��ga�ion Mofzitm�irzg rtnd Reporti�g�'g�vg�^a�� MITIGATION, MONITORING, AI�1D REPORTING PROGRAM Metrolink Parking Structure Project Mitigated Negative Declaration No. 1832-14 INTRODUCTION Pursuant to Section 21081.6 of the Public Resources Code and the California Environmental Quality Act (CEQA) Guidelines Section 15097,public agencies are required to adopt a monitoring or reporting program to assure that the mitigation measures and revisions identified in the Mitigated Negative Declaration(MND)are implemented. As stated in Section 21081.6 of the Public Resources Code: "...the public agency shall adopt n repo��ting or monitoring program for the changes made to the project or conditions of project approval, adopted in order to mitigate or avoid significant effects on the environment." PURPOSE OF THE MITIGATIOloT, MONITORING, AND REPORTING PROGRAM This MMRP has been prepared to ensiue that all required mitigation measures are implemented and completed according to schedule and maintained in a satisfactory manner during construction and implementation activities pursuant to the Metrolink Parking Structure Project, as required. A suminary table, Table l,located at the end of this section,has been prepared to assist the responsible parties in implementing the MMRP. Table 1 identifies individual mitigation measures,monitoring/mitigation timing,responsible person/agency for implementing the measure,monitoring procedures,and a record of iin�lementation of the mitigation measures. The numbering of mitigation ineasures follows the numbering sequence found in the MND. ROLES AND RESPONSIBIL�B'IL�S Unless otherwise specified herein,the City is responsible for taking all actions necessary to implement the mitigation measures according to the specifications provided for each measure and for demonstrating that the action has been successfully completed. The City at its discretion may delegate implementation responsibiliry or portions thereof to other parties such as a licensed contractar. The City will be responsible for overall administ�ation of the MMRP and for verifying that City staff or other responsible party has completed the necessary actions for each ineasure. The City will designate a project inanager to oversee implementation of the MMRP. MITIGATION, MONITORIN�G, �N� �PORTING PROGRAM SUMMARY TABLE Table 1,MMRP Summary Table,that follows should guide the City in its evaluation and records of the implementation of mitigation measures. Auo st 2015 Page 1 MitigtxtiofZ .tYlof2itori�2g a�2�Repo��ti�zg Pyogra�ri The column categories identified in the MMRP Summary Tab1e are described below: • Mitigation Number—lists the mitigation measures by number. • Mitigation Measure—provides the text of the mitigation measures identified in the MND. • Timeframe for Implementation and Monitoring—lists the time frame in which the mitigation will take place. • Responsible Monitoring Agency—identifies the entity responsible for monitoring and verifying compliance with the requirements of the mitigation measure. • Verification of Compliance—verifies compliance. These fields are to be completed as the MMRP is implemented. The "Date Completed" column is to be dated and initialed by the project manager, or his/her designee,based on the documentation provided by implementing parties, or through personal verification by City representatives. 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REVISIONS � � i vza�nvmeeivo,quorE.�,oa t30IV.LEMON 8TRE6T � OpAIVGE�CAB20U8 laapya� .pAx�vaa��r�-l000 I � uw aaiconppaurou�mm�xoaom Attachment No. 10 Metrolink Project History Activity City Council approved Cooperative Agreement C-9-0243 to fund feasibility July 2009 studies associated with analyzing potential parking options at the Orange Task completed Transportation Center. City Council approved Preferred Alternative for two parking structures Nov 2009 located on the Lemon Street Parking Lot and the West Task completed Chapman/Metrolink Parking Lot and directed staff to pursue OCTA funding. City Council approved First Amendment to Cooperation Agreement to Dec 2009 include environmental analysis for the Metrolink parking structures as part Task completed of the Santa Deport Specific Plan Update. City Council approves Cooperative Agreement which provides for OCTA to March 2010 reimburse the City and the Agency for costs of up to$1.65M for the design Work is ongoing phase of two proposed Metrolink parking structures. City Council approved a Consultant Services Agreement with Griffin April 2010 Structures to provide for project management and construction Task completed management services for the project. City Council approved a Consultant Services Agreement LPA to provide for Nov 2010 architectural design and engineering services for the project; Preparation Task completed of conceptual design plans. Meeting with Old Towne Preservation Association to review conceptual Dec 2010 Task completed project design. Jan—Aug 2010 Preparation of final conceptual designs plans. Task completed Assembly Bills X1 26 and X1 27 signed by Governor and redevelopment June 2011 Project impacted dissolution begins February 1, 2012. October 2011 Community Open House conducted in collaboration with OCTA. Task completed Community stakeholder meetings(OTPA, Design Collaborative, local November 2011 Task completed residents and property owners)conducted. All project costs require California Supreme Court upheld AB X1 26 and overturned AB 1X 27, Dec 2011 Department of eliminating redevelopment agencies. Finance(DOF) approval. Sept 2012 City Council approved an Amendment to Cooperative Agreement C-9-0243 Task completed to extend timeline to September 2013. ATTACHMENT NO. 10 PROJECT TIMELINE 1 METROLINK PARKING JANUARY 12, 2016 CC MTG. All project costs Feb 1,2012 Redevelopment dissolution came into effect. require DOF approval. Project delaved 9 Feb-Dec 2012 DOF denied contracts in IROPS and ROPS 2 as valid enforceable obligations months. City and Successor Agency files lawsuit against State and DOF. Related to Nov 2012 another redevelopment agreement but causes delays to the Metrolink Task completed project as DOF continues to deny funding for design contracts. DOF approved funding for contracts and work resumed on completion of Jan-Dec 2013 Task completed Schematic Designs(15%).Schematic design completed. Design Review Committee reviewed Draft Schematic Design Plans and March 2013 provided comments. Those comments were incorporated into the Final Task completed Schematic Design Plans. City Council approved Amendment to Cooperative Agreement C-9-0243 to Sept 2013 extend timeline to September 2014. Task completed Nov 2013 DOF approved governmental use transfer of Lemon Street Parking Lot.City Task completed secures site control. Project delaved Nov-Dec 2013 DOF denied contracts in ROPS 13-14B and work on hold again. two months. Jan-June 2014 Completion of draft Technical Reports for CEQA. Task completed City and Successor Agency prevails in litigation against the State. Finding May 2014 of Completion issued which allows use of RDA bond proceeds,a funding Task completed source for the Metrolink Parking Structure project. May-June Project delaved DOF denied contracts in ROPS 14-15A and work on hold again. 2014 two months. City Council and DOF subsequently approved a Cooperative Agreement for July 2014 Task completed construction funding in the amount of$20.4M. July-December Initial SHPO review of Section 106 Report(Historic Resources); Report Task completed 2014 revisions. City completes preliminary WQMP. City Council and DOF subsequently approved a Bond Proceeds Funding Jan 2015 Agreement.Transfer of RDA bond proceeds to City,a funding source for Task completed the Metrolink Parking Structure project. SHPO reviewed draft Section 106 Report(Historic Resources). SHPO and Feb-Mar 2015 FTA recommendation to proceed with CEQA process before they will Task completed concur with Historic Resources Report findings. April— Sept 2015 Preparation and submittal of Federal Compliance documents to OCTA. Task completed 2 June 2015 CEQA documents released for 30-day public review with a July 15, 2015 Task completed deadline. Hosted a Town Hall meeting to allow the public to review information July 2015 about the project design, provide public comments to the CEQA Task completed documents,and learn about the project funding and schedule. Award of contract for the Video Surveillance System consultant to prepare August 2015 Task completed design of the VSS to be incorporated into the construction documents. Submitted revised Section 106 Report(Historic Resources)to SHPO on October 2, 2015;City Council approval of Master Agreement with Caltrans;City Council approval of the Cooperative Agreement C-9-0901 for October 2015 Task completed time extension;completed 100%VSS design for the parking structure; submitted CDs to Department of State Architect(DSA)for review and approval;and resubmittal of 90%CDs for plan check. Design Review Committee recommended approval of Metrolink Parking November 2015 Structure project and related CEQA documents to the Planning Task completed Commission. Planning Commission recommended approval of Metrolink Parking December 2015 Structure project and related CEQA documents to the City Council;and Task completed received DSA approval of the CDs. City Council to consider approval of the Metrolink Parking Structure and January 2016 related CEQA document. Pending Coordinate with FTA to secure NEPA approval;finalize plan check review of CDs and Build Permit issuance;and, prepare submittal package to the lanuary 2016 Pending California Transportation Commission to request State funding allocation of$13.762 million for the project. Finalize bid specifications and prepare project to advertise and bid;secure March 2016 Pending approval of CTC funding allocation. July 2016 Award contract for construction Pending 3