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City of Santa Ana

Transit Zoning Code (SD 84A and SD 84B)


Environmental Impact Report
SCH No. 2006071100

01101 | JCS | 10

Prepared for

Draft EIR
Volume I: Administrative
DEIR

February 2010

City of Santa Ana


20 Civic Center Plaza, Ross Annex M-20
Santa Ana, California 92702

Prepared by

12301 Wilshire Boulevard, Suite 430


Los Angeles, California 90025

CITY OF SANTA ANA


TRANSIT ZONING CODE
(SD 84A AND SD 84B)
Environmental Impact Report
SCH No. 2006071100

Volume I: Draft EIR

Prepared for
City of Santa Ana
20 Civic Center Plaza, Ross Annex M-20
Santa Ana, California 92702

Prepared by
PBS&J
12301 Wilshire Boulevard, Suite 430
Los Angeles, California 90025

February 2010

First page header

Contents
Volume I: Draft EIR
CHAPTER 1

Executive Summary ................................................................................................ 1-1


1.1
Purpose of the Summary ................................................................................................1-1
1.2
Project Location ..............................................................................................................1-1
1.3
Project Objectives ...........................................................................................................1-1
1.4
Project Description .........................................................................................................1-6
1.5
Community/Agency Issues ...........................................................................................1-9
1.6
Mitigation Monitoring and Reporting Program ..........................................................1-9
1.7
Alternatives.................................................................................................................... 1-10
1.8
Classification of Environmental Impacts ................................................................. 1-10
1.9
Environmental Impacts ............................................................................................... 1-10

CHAPTER 2

Introduction ............................................................................................................ 2-1


2.1
Background ......................................................................................................................2-1
2.2
Purpose of the EIR .........................................................................................................2-1
2.3
Type of EIR .....................................................................................................................2-2
2.4
EIR Review Process ........................................................................................................2-2
2.5
Intended Uses of the EIR ..............................................................................................2-3
2.6
EIR Format and Contents .............................................................................................2-5
2.7
List of Abbreviations ......................................................................................................2-6

CHAPTER 3

Project Description ................................................................................................. 3-1


3.1
Existing Conditions.........................................................................................................3-1
3.1.1 Existing General Plan Land Use Designations ............................................3-1
3.1.2 Existing Zoning Designations ........................................................................3-1
3.1.3 Redevelopment Project Area ..........................................................................3-8
3.1.4 Surrounding Land Uses ...................................................................................3-8
3.2
Project Objectives ...........................................................................................................3-8
3.3
Project Description ...................................................................................................... 3-10
3.3.1 District Descriptions ..................................................................................... 3-16
3.3.2 Development Standards by District within Proposed Project................ 3-21
3.3.3 Parking and Circulation ................................................................................ 3-22
3.3.4 Residential Development and City Population ......................................... 3-24
3.4
Buildout ......................................................................................................................... 3-27
3.5
Intended Uses of this EIR .......................................................................................... 3-27
3.6
Public Actions and Approvals Required ................................................................... 3-30
3.6.1 City Actions .................................................................................................... 3-30
3.6.2 State and Local Agencies .............................................................................. 3-31
3.7
Alternatives.................................................................................................................... 3-32
3.8
Cumulative Development Scenario ........................................................................... 3-32

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

iii

Contents

CHAPTER 4

iv

Environmental Setting, Impacts, and Mitigation Measures ................................. 4-1


4.0
Introduction to the Environmental Analysis.............................................................. 4-1
4.0.1 Scope of the Environmental Impact Analysis ............................................. 4-1
4.0.2 Format of the Environmental Analysis ........................................................ 4-2
4.1
Aesthetics/Visual Resources...................................................................................... 4.1-1
4.1.1 Environmental Setting ................................................................................. 4.1-1
4.1.2 Regulatory Framework .............................................................................. 4.1-15
4.1.3 Project Impacts and Mitigation ................................................................ 4.1-18
4.1.4 Cumulative Impacts ................................................................................... 4.1-27
4.1.5 References.................................................................................................... 4.1-29
4.2
Air Quality .................................................................................................................... 4.2-1
4.2.1 Environmental Setting ................................................................................. 4.2-1
4.2.2 Regulatory Framework .............................................................................. 4.2-15
4.2.3 Project Impacts and Mitigation ................................................................ 4.2-20
4.2.4 Cumulative Impacts ................................................................................... 4.2-38
4.2.5 References.................................................................................................... 4.2-40
4.3
Biological Resources ................................................................................................... 4.3-1
4.3.1 Environmental Setting ................................................................................. 4.3-1
4.3.2 Regulatory Framework ................................................................................ 4.3-9
4.3.3 Project Impacts and Mitigation ................................................................ 4.3-14
4.3.4 Cumulative Impacts ................................................................................... 4.3-17
4.3.5 References.................................................................................................... 4.3-18
4.4
Cultural Resources ....................................................................................................... 4.4-1
4.4.1 Environmental Setting ................................................................................. 4.4-1
4.4.2 Regulatory Framework .............................................................................. 4.4-10
4.4.3 Project Impacts and Mitigation ................................................................ 4.4-18
4.4.4 Cumulative Impacts ................................................................................... 4.4-26
4.4.5 References.................................................................................................... 4.4-28
4.5
Hazards and Hazardous Materials ............................................................................ 4.5-1
4.5.1 Environmental Setting ................................................................................. 4.5-1
4.5.2 Regulatory Framework ................................................................................ 4.5-4
4.5.3 Project Impacts and Mitigation ................................................................ 4.5-10
4.5.4 Cumulative Impacts ................................................................................... 4.5-21
4.5.5 References.................................................................................................... 4.5-22
4.6
Hydrology and Water Quality .................................................................................... 4.6-1
4.6.1 Environmental Setting ................................................................................. 4.6-1
4.6.2 Regulatory Framework ................................................................................ 4.6-7
4.6.3 Project Impacts and Mitigation ................................................................ 4.6-11
4.6.4 Cumulative Impacts ................................................................................... 4.6-21
4.6.5 References.................................................................................................... 4.6-22
4.7
Land Use ....................................................................................................................... 4.7-1
4.7.1 Environmental Setting ................................................................................. 4.7-1
4.7.2 Regulatory Framework .............................................................................. 4.7-11
4.7.3 Project Impacts and Mitigation ................................................................ 4.7-19
4.7.4 Cumulative Impacts ................................................................................... 4.7-37
4.7.5 References.................................................................................................... 4.7-39
4.8
Noise ............................................................................................................................. 4.8-1

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Contents

4.9

4.10

4.11

4.12

4.8.1 Existing Conditions...................................................................................... 4.8-1


4.8.2 Regulatory Framework .............................................................................. 4.8-11
4.8.3 Project Impacts and Mitigation ................................................................ 4.8-17
4.8.4 Cumulative Impacts ................................................................................... 4.8-39
4.8.5 References ................................................................................................... 4.8-42
Population, Housing, and Employment .................................................................. 4.9-1
4.9.1 Environmental Setting ................................................................................. 4.9-1
4.9.2 Regulatory Framework ................................................................................ 4.9-7
4.9.3 Project Impacts and Mitigation ................................................................ 4.9-14
4.9.4 Cumulative Impacts ................................................................................... 4.9-20
4.9.5 References ................................................................................................... 4.9-20
Public Services ........................................................................................................... 4.10-1
Fire Protection ........................................................................................................... 4.10-1
4.10.1 Environmental Setting ............................................................................... 4.10-1
4.10.2 Project Impacts and Mitigation ................................................................ 4.10-3
4.10.3 Cumulative Impact ..................................................................................... 4.10-5
Police Protection ....................................................................................................... 4.10-6
4.10.4 Environmental Setting ............................................................................... 4.10-6
4.10.5 Regulatory Framework .............................................................................. 4.10-6
4.10.6 Project Impacts and Mitigation ................................................................ 4.10-7
4.10.7 Cumulative Impacts ................................................................................... 4.10-9
Schools ........................................................................................................................ 4.10-9
4.10.8 Environmental Setting ............................................................................... 4.10-9
4.10.9 Regulatory Context .................................................................................. 4.10-11
4.10.10 Project Impacts and Mitigation .............................................................. 4.10-15
4.10.11 Cumulative Impacts ................................................................................. 4.10-17
Library Services........................................................................................................ 4.10-17
4.10.12 Environmental Setting ............................................................................. 4.10-17
4.10.13 Regulatory Framework ............................................................................ 4.10-18
4.10.14 Project Impacts and Mitigation .............................................................. 4.10-18
4.10.15 Cumulative Impacts ................................................................................. 4.10-20
Parks .......................................................................................................................... 4.10-20
4.10.16 Environmental Setting ............................................................................. 4.10-20
4.10.17 Regulatory Framework ............................................................................ 4.10-21
4.10.18 Project Impacts and Mitigation .............................................................. 4.10-25
4.10.19 Cumulative Impacts ................................................................................. 4.10-27
4.10.20 References ................................................................................................. 4.10-27
Transportation/Traffic ............................................................................................. 4.11-1
4.11.1 Environmental Setting ............................................................................... 4.11-1
4.11.2 Regulatory Framework ............................................................................ 4.11-30
4.11.3 Project Impacts and Mitigation .............................................................. 4.11-33
4.11.4 Cumulative Impacts ............................................................................... 4.11-125
4.11.5 References ............................................................................................... 4.11-126
Utilities and Service Systems.................................................................................... 4.12-1
Water Supply .............................................................................................................. 4.12-1
4.12.1 Environmental Setting ............................................................................... 4.12-1
4.12.2 Regulatory Framework .............................................................................. 4.12-5

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Contents

4.13

4.12.3 Project Impacts and Mitigation ................................................................ 4.12-8


4.12.4 Cumulative Impacts ................................................................................. 4.12-12
Sewer Services .......................................................................................................... 4.12-13
4.12.5 Environmental Setting ............................................................................. 4.12-13
4.12.6 Regulatory Framework ............................................................................ 4.12-14
4.12.7 Project Impacts and Mitigation .............................................................. 4.12-19
4.12.8 Cumulative Impacts ................................................................................. 4.12-22
Solid Waste ............................................................................................................... 4.12-23
4.12.9 Environmental Setting ............................................................................. 4.12-23
4.12.10 Project Impacts and Mitigation .............................................................. 4.12-25
4.12.11 Cumulative Impacts ................................................................................. 4.12-27
Energy ....................................................................................................................... 4.12-28
4.12.12 Environmental Setting ............................................................................. 4.12-28
4.12.13 Regulatory Framework ............................................................................ 4.12-30
4.12.14 Project Impacts and Mitigation .............................................................. 4.12-31
4.12.15 Cumulative Impacts ................................................................................. 4.12-35
4.12.16 References.................................................................................................. 4.12-35
Global Climate Change ............................................................................................. 4.13-1
4.13.1 Introduction ................................................................................................ 4.13-1
4.13.2 Existing Conditions .................................................................................... 4.13-2
4.13.3 Regulatory Framework .............................................................................. 4.13-9
4.13.4 Project Impacts and Mitigation .............................................................. 4.13-15
4.13.5 References.................................................................................................. 4.13-25

CHAPTER 5

Alternatives ............................................................................................................. 5-1


5.1
Introduction .................................................................................................................... 5-1
5.2
Alternatives Not Evaluated in this EIR ...................................................................... 5-2
5.3
Alternatives Analysis ...................................................................................................... 5-3
5.3.1 Alternative 1No Project/Reasonably Foreseeable Development
(Continuation of Existing General Plan) ..................................................... 5-4
5.3.2 Alternative 2Overall Reduced Density .................................................. 5-10
5.3.3 Alternative 3Low-Rise Project ................................................................ 5-19
5.4
Summary Comparison of Alternatives ...................................................................... 5-28
5.5
Attainment of Project Objectives .............................................................................. 5-29
5.6
Environmentally Superior Alternative ....................................................................... 5-30

CHAPTER 6

Other CEQA Considerations ................................................................................. 6-1


6.1
Significant and unavoidable impacts of the proposed project ................................. 6-1
6.2
Significant Irreversible Environmental Effects .......................................................... 6-2
6.3
Growth-Inducing Impacts ............................................................................................ 6-3
6.3.1 Economic Effects ............................................................................................ 6-4
6.3.2 Growth-Inducing Effects of the Proposed Project .................................... 6-6
6.4
Mitigation Measures Proposed to Minimize Significant Effects of the
Proposed project............................................................................................................. 6-6
6.5
Alternatives to the Transit Zoning Code (SD 84A and SD 84B)............................ 6-6

CHAPTER 7

Report Preparers ..................................................................................................... 7-1

vi

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Contents

Volume II: Draft EIR Appendices


Appendix A
Appendix B
Appendix C
Appendix D
Appendix E
Appendix F
Appendix G
Appendix H
Appendix I

Notice of Preparation (NOP), Initial Study (IS), and Comments on the IS/NOP
Air Quality Data
Sensitive Species Potentially Occurring within the Study Area
Cultural Resources Information
EDR Report
Noise Data
Traffic Study
Water Supply Assessment
Greenhouse Gas Emissions Worksheets

Figures
Figure ES-1
Figure ES-2
Figure 3-1
Figure 3-2
Figure 3-3
Figure 3-4
Figure 3-5
Figure 3-6
Figure 3-7
Figure 3-8
Figure 3-9
Figure 3-10
Figure 4.1-1
Figure 4.1-2
Figure 4.1-3
Figure 4.1-4
Figure 4.1-5
Figure 4.4-1
Figure 4.7-1
Figure 4.7-2
Figure 4.7-3
Figure 4.7-4
Figure 4.7-5
Figure 4.8-1
Figure 4.10-1
Figure 4.10-2
Figure 4.10-3
Figure 4.10-4
Figure 4.10-5
Figure 4.11-1
Figure 4.11-2
Figure 4.11-3A
Figure 4.11-3B

Regional Location Map ............................................................................................................................ 1-2


Transit Zoning Code Map....................................................................................................................... 1-3
Regional Location Map ............................................................................................................................ 3-2
Existing Land Use ..................................................................................................................................... 3-3
Existing Zoning ......................................................................................................................................... 3-5
Transit Zoning Code (SD 84A and SD 84B) Map.......................................................................... 3-11
Santa Ana Redevelopment Agency Parcels....................................................................................... 3-14
Potential New Santa Ana Redevelopment Agency Acquisitions ................................................. 3-15
Development Proposal .......................................................................................................................... 3-17
Demolitions............................................................................................................................................... 3-19
Street Network Plan ................................................................................................................................ 3-25
Cumulative Projects ................................................................................................................................ 3-35
Viewpoint Key Map............................................................................................................................... 4.1-5
Viewpoints 1 and 2 within the Transit Zoning Code (SD 84A and SD 84B) Area ............... 4.1-7
Viewpoints 3 and 4 within the Transit Zoning Code (SD 84A and SD 84B) Area ............... 4.1-9
Viewpoints 5 and 6 within the Transit Zoning Code (SD 84A and SD 84B) Area ............. 4.1-11
Viewpoints 7 and 8 within the Transit Zoning Code (SD 84A and SD 84B) Area ............. 4.1-13
Santa Ana Register of Historical Properties within the Transit Zoning Code Area............... 4.4-5
Transit Zoning Code (SD 84A and SD 84B) Map......................................................................... 4.7-3
Existing Land Use .................................................................................................................................. 4.7-5
Existing Zoning ...................................................................................................................................... 4.7-9
California Enterprise Zones ............................................................................................................... 4.7-13
Santa Ana Redevelopment Project Areas ....................................................................................... 4.7-17
Noise Monitoring Locations ................................................................................................................ 4.8-7
Location of City Public Facilities (Fire and Police Stations and Libraries) ............................. 4.10-2
Location of the Schools Serving the Area ....................................................................................4.10-10
Annual Enrollment Change .............................................................................................................4.10-13
Ten-Year Enrollment Projection Scenario A ..............................................................................4.10-13
Locations of Nearby Parks ...............................................................................................................4.10-23
Study Location Map ............................................................................................................................. 4.11-3
Study Intersections ............................................................................................................................... 4.11-9
Existing AM Peak Hour Volumes .................................................................................................4.11-14
Existing AM Peak Hour Volumes .................................................................................................4.11-15

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

vii

Contents

Figure 4.11-3C
Figure 4.11-3D
Figure 4.11-3E
Figure 4.11-4A
Figure 4.11-4B
Figure 4.11-4C
Figure 4.11-4D
Figure 4.11-4E
Figure 4.11-5A
Figure 4.11-5B
Figure 4.11-5C
Figure 4.11-5D
Figure 4.11-5E
Figure 4.11-6A
Figure 4.11-6B
Figure 4.11-6C
Figure 4.11-6D
Figure 4.11-6E
Figure 4.11-7A
Figure 4.11-7B
Figure 4.11-7C
Figure 4.11-7D
Figure 4.11-7E
Figure 4.11-8A
Figure 4.11-8B
Figure 4.11-8C
Figure 4.11-8D
Figure 4.11-8E
Figure 4.11-9A
Figure 4.11-9B
Figure 4.11-9C
Figure 4.11-9D
Figure 4.11-9E
Figure 4.11-10A
Figure 4.11-10B
Figure 4.11-10C
Figure 4.11-10D
Figure 4.11-10E
Figure 4.11-11A
Figure 4.11-11B
Figure 4.11-11C
Figure 4.11-11D
Figure 4.11-11E
Figure 4.11-12A
Figure 4.11-12B
Figure 4.11-12C
Figure 4.11-12D
Figure 4.11-12E
viii

Existing AM Peak Hour Volumes................................................................................................. 4.11-16


Existing AM Peak Hour Volumes................................................................................................. 4.11-17
Existing AM Peak Hour Volumes................................................................................................. 4.11-18
Existing PM Peak Hour Volumes ................................................................................................. 4.11-19
Existing PM Peak Hour Volumes ................................................................................................. 4.11-20
Existing PM Peak Hour Volumes ................................................................................................. 4.11-21
Existing PM Peak Hour Volumes ................................................................................................. 4.11-22
Existing PM Peak Hour Volumes ................................................................................................. 4.11-23
2030 Without Project AM Peak Hour Volumes........................................................................ 4.11-36
2030 Without Project AM Peak Hour Volumes........................................................................ 4.11-37
2030 Without Project AM Peak Hour Volumes........................................................................ 4.11-38
2030 Without Project AM Peak Hour Volumes........................................................................ 4.11-39
2030 Without Project AM Peak Hour Volumes........................................................................ 4.11-40
2030 Without Project PM Peak Hour Volumes ........................................................................ 4.11-41
2030 Without Project PM Peak Hour Volumes ........................................................................ 4.11-42
2030 Without Project PM Peak Hour Volumes ........................................................................ 4.11-43
2030 Without Project PM Peak Hour Volumes ........................................................................ 4.11-44
2030 Without Project PM Peak Hour Volumes ........................................................................ 4.11-45
2035 Without Project AM Peak Hour Volumes........................................................................ 4.11-52
2035 Without Project AM Peak Hour Volumes........................................................................ 4.11-53
2035 Without Project AM Peak Hour Volumes........................................................................ 4.11-54
2035 Without Project AM Peak Hour Volumes........................................................................ 4.11-55
2035 Without Project AM Peak Hour Volumes........................................................................ 4.11-56
2035 Without Project PM Peak Hour Volumes ........................................................................ 4.11-57
2035 Without Project PM Peak Hour Volumes ........................................................................ 4.11-58
2035 Without Project PM Peak Hour Volumes ........................................................................ 4.11-59
2035 Without Project PM Peak Hour Volumes ........................................................................ 4.11-60
2035 Without Project PM Peak Hour Volumes ........................................................................ 4.11-61
2030 With Project AM Peak Hour Volumes .............................................................................. 4.11-70
2030 With Project AM Peak Hour Volumes .............................................................................. 4.11-71
2030 With Project AM Peak Hour Volumes .............................................................................. 4.11-72
2030 With Project AM Peak Hour Volumes .............................................................................. 4.11-73
2030 With Project AM Peak Hour Volumes .............................................................................. 4.11-74
2030 With Project PM Peak Hour Volumes............................................................................... 4.11-75
2030 With Project PM Peak Hour Volumes............................................................................... 4.11-76
2030 With Project PM Peak Hour Volumes............................................................................... 4.11-77
2030 With Project PM Peak Hour Volumes............................................................................... 4.11-78
2030 With Project PM Peak Hour Volumes............................................................................... 4.11-79
2035 With Project AM Peak Hour Volumes .............................................................................. 4.11-86
2035 With Project AM Peak Hour Volumes .............................................................................. 4.11-87
2035 With Project AM Peak Hour Volumes .............................................................................. 4.11-88
2035 With Project AM Peak Hour Volumes .............................................................................. 4.11-89
2035 With Project AM Peak Hour Volumes .............................................................................. 4.11-90
2035 With Project PM Peak Hour Volumes............................................................................... 4.11-91
2035 With Project PM Peak Hour Volumes............................................................................... 4.11-92
2035 With Project PM Peak Hour Volumes............................................................................... 4.11-93
2035 With Project PM Peak Hour Volumes............................................................................... 4.11-94
2035 With Project PM Peak Hour Volumes............................................................................... 4.11-95
City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Contents

Figure 4.11-13
Figure 4.12-1
Figure 4.12-2
Figure 4.12-3

Study Intersection Mitigation Measures ..................................................................................... 4.11-123


Water Supply Lines in Transit Zoning Code Area ....................................................................... 4.12-3
Sewer Lines in Transit Zoning Code Area ...................................................................................4.12-15
Storm Drains in Transit Zoning Code Area ................................................................................4.12-17

Tables
Table ES-1
Table ES-2
Table 2-1
Table 3-1
Table 3-2
Table 3-3
Table 4.2-1
Table 4.2-2
Table 4.2-3
Table 4.2-4
Table 4.2-5
Table 4.2-6
Table 4.2-7
Table 4.2-8
Table 4.4-1
Table 4.4-2
Table 4.7-1
Table 4.7-2
Table 4.7-3
Table 4.8-1
Table 4.8-2
Table 4.8-3
Table 4.8-4
Table 4.8-5
Table 4.8-6
Table 4.8-7
Table 4.8-8
Table 4.8-9
Table 4.8-10
Table 4.8-11
Table 4.8-12
Table 4.8-13
Table 4.9-1
Table 4.9-2
Table 4.9-3
Table 4.9-4

Summary of Transit Zoning Code Potential Net Change............................................................... 1-9


Summary of Environmental Effects and Mitigation Measures .................................................... 1-13
List of Abbreviations ................................................................................................................................ 2-6
Summary of Transit Zoning Code (SD 84A and SD 84B) Development Potential .............. 3-16
Parking Requirement per Zone............................................................................................................ 3-23
List of Related Development Projects................................................................................................ 3-32
Summary of Ambient Air Quality in the Proposed Project Vicinity ......................................... 4.2-8
Required Best Available Control Measures for Fugitive Dust .................................................. 4.2-11
Contingency Control Measures for Fugitive Dust During High Winds in Excess of
25 mph .................................................................................................................................................... 4.2-14
Existing Localized Carbon Monoxide Concentrations ............................................................... 4.2-15
Unmitigated and Mitigated Localized Construction Emissions Concentrations .................. 4.2-25
Transit Zoning Code (SD 84A and SD 84B) Buildout With Project (2035) Localized
Carbon Monoxide Concentrations .................................................................................................. 4.2-26
Construction Emissions and Criteria Values, Santa Ana Redevelopment Agency
Parcels ...................................................................................................................................................... 4.2-28
Proposed Project Daily Operational Emissions ........................................................................... 4.2-34
SARHP Properties in the Project Area ............................................................................................. 4.4-7
Properties Proposed for Demolition Activities............................................................................. 4.4-23
Summary of Key Changes in Transit Zoning Code Areas......................................................... 4.7-22
SCAG Regional Comprehensive Plan Policies (2008) ................................................................ 4.7-29
City of Santa Ana General Plan......................................................................................................... 4.7-34
Representative Environmental Noise Levels................................................................................... 4.8-3
Human Response to Different Levels of Groundborne Vibration ........................................... 4.8-5
Existing Noise Levels around the Proposed Transit Zoning Code (SD 84A and
SD 84B) Area........................................................................................................................................... 4.8-6
Existing Roadway Noise Levels .......................................................................................................... 4.8-9
Land Use Compatibility for Community Noise Sources ............................................................ 4.8-12
City of Santa Ana Standards and Guidelines for Noise Levels by Land Use ........................ 4.8-14
City of Santa Ana Noise Ordinance Exterior Noise Standards ................................................ 4.8-15
City of Santa Ana Noise Ordinance Interior Noise Standards.................................................. 4.8-16
Noise Ranges of Typical Construction Equipment ..................................................................... 4.8-21
Typical Outdoor Construction Noise Levels................................................................................. 4.8-22
Traffic Noise Impacts for Year 2030 ............................................................................................... 4.8-27
Traffic Noise Impacts for Year 2035 ............................................................................................... 4.8-31
Vibration Source Levels for Construction Equipment ............................................................... 4.8-38
Population: City of Santa Ana (19802009)..................................................................................... 4.9-2
SCAG Population Growth Projections, 20052035 ..................................................................... 4.9-3
Housing Units: City of Santa Ana (20002009) .............................................................................. 4.9-4
Households: DOF City of Santa Ana and Orange County (20002009)................................. 4.9-5

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

ix

Contents

Table 4.9-5
Table 4.9-6
Table 4.9-7
Table 4.9-8
Table 4.9-9
Table 4.9-10
Table 4.9-11
Table 4.10-1
Table 4.10-2
Table 4.10-3
Table 4.10-4
Table 4.11-1
Table 4.11-2
Table 4.11-3
Table 4.11-4
Table 4.11-5
Table 4.11-6
Table 4.11-7
Table 4.11-8
Table 4.11-9
Table 4.11-10
Table 4.11-11
Table 4.11-12
Table 4.11-13
Table 4.11-14
Table 4.11-15
Table 4.11-16
Table 4.11-17
Table 4.11-18
Table 4.11-19
Table 4.11-20
Table 4.11-21
Table 4.11-22
Table 4.11-23
Table 4.11-24
Table 4.11-25
Table 4.11-26
Table 4.11-27
Table 4.11-28
Table 4.11-29
Table 4.11-30
Table 4.11-31
Table 4.11-32
Table 4.11-33
Table 4.11-34
Table 4.11-35
Table 4.12-1
x

SCAG Household Growth Projections, 20052035 ..................................................................... 4.9-5


Employment Forecast: Santa Ana, Orange County, and SCAG Region (20052035) ......... 4.9-6
SCAG Regional Comprehensive Plan ............................................................................................... 4.9-8
Regional Housing Needs AssessmentCity of Santa Ana ......................................................... 4.9-9
SCAG Compass Growth Vision Principles and Strategies ........................................................4.9-10
Santa Ana General Plan Housing ElementNew Housing Construction Objectives,
20062014 ..............................................................................................................................................4.9-14
Proposed Transit Zoning Code (SD 84A and SD 84B) Potential Net Growth ...................4.9-17
Capacity and Enrollment of Schools ............................................................................................ 4.10-11
Student Generation Rates by Housing Type .............................................................................. 4.10-16
Santa Ana Parks.................................................................................................................................. 4.10-20
City of Santa Ana Park Development Fee................................................................................... 4.10-21
Level of Service Definitions for Signalized Intersections......................................................... 4.11-12
Existing Peak Hour Intersection Conditions (ICU Method).................................................. 4.11-24
Existing Peak Hour Intersection Conditions (HCM Method) ............................................... 4.11-25
Levels of Service for Arterial Street Segments Based upon Daily Traffic Volumes.......... 4.11-26
Existing Roadway Segment Daily Traffic Condition ................................................................ 4.11-26
Levels of Service for Freeway Ramps ........................................................................................... 4.11-29
Existing Freeway Ramp Analysis ................................................................................................... 4.11-29
2030 Without Project Peak Hour Intersection Conditions (ICU Method)......................... 4.11-46
2030 Without Project Peak Hour Intersection Conditions (HCM Method) ...................... 4.11-47
2030 Without Project Roadway Segment Daily Traffic Condition ....................................... 4.11-47
2030 Without Project Peak Hour Freeway Ramp Analysis..................................................... 4.11-50
2035 Without Project Peak Hour Intersection Conditions (ICU Method)......................... 4.11-62
2035 Without Project Peak Hour Intersection Conditions (HCM Method) ...................... 4.11-63
2035 Without Project Roadway Segment Daily Traffic Condition ....................................... 4.11-64
2035 Without Project Peak Hour Freeway Ramp Analysis..................................................... 4.11-66
Project Trip Generation Rates ........................................................................................................ 4.11-67
Project Trip Generation ................................................................................................................... 4.11-68
2030 With Project Peak Hour Intersection Conditions (ICU Method) ............................... 4.11-80
2030 with Project Peak Hour Intersection Conditions (HCM Method) ............................. 4.11-81
2030 With Project Roadway Segment Daily Traffic Conditions............................................ 4.11-82
2030 With Project Peak Hour Freeway Ramp Analysis ........................................................... 4.11-84
2035 With Project Peak Hour Intersection Conditions (ICU Method) ............................... 4.11-96
2035 With Project Peak Hour Intersection Conditions (HCM Method) ............................ 4.11-97
2035 With Project Roadway Segment Daily Traffic Condition ............................................. 4.11-99
2035 With Project Peak Hour Freeway Ramp Analysis ......................................................... 4.11-101
Parking Requirement Comparison .............................................................................................. 4.11-109
Anticipated Parking Demand Versus Provided ....................................................................... 4.11-110
LOS Analysis/Determination of Impacts for 2030 Peak Hour (ICU)............................... 4.11-113
Determination of Impacts for 2030 Peak Hour (HCM)........................................................ 4.11-114
Determination of Impacts for 2035 Peak Hour (ICU)........................................................... 4.11-116
Determination of Impacts for 2035 Peak Hour (HCM)........................................................ 4.11-117
Level of Service Analysis of Mitigation for 2030 AM Peak Hour Conditions ................. 4.11-121
Level of Service Analysis of Mitigation for 2030 PM Peak Hour Conditions .................. 4.11-121
Level of Service Analysis of Mitigation for 2035 AM Peak Hour Conditions ................. 4.11-122
Level of Service Analysis of Mitigation for 2035 PM Peak Hour Conditions .................. 4.11-122
Existing Water Demand for the Project Area ...............................................................................4.12-2
City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Contents

Table 4.12-2
Table 4.12-3
Table 4.12-4
Table 4.12-5
Table 4.12-6
Table 4.12-7
Table 4.12-8
Table 4.12-9
Table 4.12-10
Table 4.12-11
Table 4.12-12
Table 4.13-1
Table 4.13-2
Table 4.13-3
Table 4.13-4
Table 4.13-5
Table 4.13-6
Table 4.13-7
Table 4.13-8
Table 4.13-9
Table 5-1
Table 5-2
Table 5-3

Supply/Demand Comparison for the City (afy) ........................................................................... 4.12-5


Unit Water Demand Factors ............................................................................................................. 4.12-9
Existing Water Demand in the Area..............................................................................................4.12-10
Projected Transit Zoning Code Buildout Demand....................................................................4.12-11
Net Change in Water Demand Plan Area ....................................................................................4.12-11
Existing Wastewater Demand for the Proposed Transit Zoning Code Project Area .......4.12-19
Overall Wastewater Demand for the Proposed Transit Zoning Code Project Area.........4.12-20
Net Increase in Solid Waste Generation .......................................................................................4.12-26
2008 Southern California Edison Power Content......................................................................4.12-28
Net Increase in Electricity Demand for Buildout of the Transit Zoning Code Area ........4.12-32
Natural Gas Demand for Net Buildout of the Transit Zoning Code Area .........................4.12-34
Global Warming Potentials and Atmospheric Lifetimes of Select Greenhouse Gases ...... 4.13-4
California Greenhouse Gas Reductions Targets.........................................................................4.13-12
Potential Net Development, Unmitigated Carbon Dioxide Emissions................................4.13-17
Potential Net Development, Unmitigated Methane Emissions..............................................4.13-18
Potential Net Development, Unmitigated Nitrous Oxide Emissions ...................................4.13-18
Potential Net Development, Mitigated Carbon Dioxide Emissions .....................................4.13-22
Potential Net Development, Mitigated Methane Emissions ...................................................4.13-22
Potential Net Development, Mitigated Nitrous Oxide Emissions.........................................4.13-22
Potential Net Development, Global Warming Potential..........................................................4.13-24
Alternative 2 and Proposed Transit Zoning Code (SD 84A and SD 84B)
Characteristics ........................................................................................................................................... 5-10
Alternative 3 and Proposed Transit Zoning Code (SD 84A and SD 84B)
Characteristics ........................................................................................................................................... 5-19
Summary Comparison of Alternatives ............................................................................................... 5-29

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

xi

First page header

CHAPTER 1
1.1

Executive Summary

PURPOSE OF THE SUMMARY

This summary is intended to highlight the major areas of importance in the environmental analysis for
the proposed Transit Zoning Code (SD 84A and SD 84B) as required by Section 15123 of the California
Environmental Quality Act (CEQA) Guidelines. The summary includes a brief description of the Transit
Zoning Code, the project objectives, community/agency issues, the purpose of the Mitigation
Monitoring and Reporting Program, and a summary of the alternatives to the Transit Zoning Code. In
addition, this chapter also provides a table summarizing (1) the potential environmental impacts that
would occur as a result of the project; (2) the level of significance before mitigation measures; (3) the
recommended mitigation measures that avoid significant environmental impacts; and (4) the level of
significance after mitigation measures are implemented.

1.2

PROJECT LOCATION

The project is located in the central urban core of Santa Ana and comprises over 100 blocks and
450 acres, approximately 10 miles west from the Pacific Ocean, as shown in Figure ES-1 (Regional
Location Map). The proposed project is located in the area west of Interstate 5, north of First Street, and
between Grand Avenue and Flower Street and south of Civic Center Drive in the City of Santa Ana in
Orange County, California.

1.3

PROJECT OBJECTIVES

The primary objective of the proposed project is to provide zoning for the integration of new infill
development into existing neighborhoods, to allow for the reuse of existing structures, and to provide a
transit-supportive, pedestrian-oriented development framework to support the addition of new transit
infrastructure. The Transit Zoning Code would preserve and reinforce the historic character and
pedestrian nature of the City while encouraging alternative modes of transportation, including the rail
system that connects San Diego to Los Angeles. The Transit Zoning Code is broken down into nine
distinct subzones (refer to Figure ES-2 [Transit Zoning Code Map]). These zones and their objectives are
as follows:
Transit Village (TV) ZoneThis zone is applied to areas adjacent to and north of the Santa Ana
Regional Transportation Center, easterly to Interstate 5. This zone is intended to provide standards for
compact transit-supportive mixed-use/residential development. This zone is characterized by a wide
range of building intensities including mixed-use tower-on-podium buildings, commercial blocks, liners,
stacked flats, and courtyard housing. The zone accommodates retail, restaurant, entertainment, and other
pedestrian-oriented uses at street level, with offices and flats above in the mixed-use building types, at

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-1

PROJECT
SITE

LEGEND
Transit Zoning Code Boundary
Santa Ana City Limits
NORTH
NOT TO SCALE

Source: Microsoft Trips and Streets, basemap, 2006; PBS&J, 2010.

01101 | JCS | 10

FIGURE ES-1

Regional Location Map


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

NORTH
Transit Zoning Code Boundary

NOT TO SCALE

Source: City of Santa Ana GIS, January 2010.

01101 | JCS | 10

FIGURE ES-2

Transit Zoning Code (SD 84A and SD 84B) Map


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

high intensities and densities. The landscape palette is urban with shading and accent street trees in
parkway strips along Santa Ana Boulevard, and in sidewalk tree wells where on-street parking is
provided. Parking may be accommodated on street, in structures with liner buildings, and underground.
Government Center (GCD) DistrictThis zone is applied to the Civic Center area west of the
Downtown. This area accommodates a wide variety of civic uses, including Federal, State and local
government offices and services, libraries, museums, community centers, and other civic assembly
facilities. Building types vary according to their public purpose, are programmed by the City for their
specific, are programmed by various government agencies for their specific sites, and therefore are not
coded by the Transit Zoning Code (SD 84A and SD 84B0. The landscape style is urban, emphasizing
shading street trees in sidewalk tree wells, and in landscaped public plazas.
Downtown (DT) ZoneThis zone is applied to the historical shopping district of Santa Ana; a vital,
pedestrian-oriented area that is defined by multi-story urban building types (commercial blocks, livework, stacked dwellings, and courtyard housing in the Downtown edges) accommodating a mixture of
retail, office, light service, and residential uses. The standards of this zone are intended to reinforce the
form and character represented by existing pre-World War II buildings and recognized as a National
Historic District, through restoration, rehabilitation, and context-sensitive infill development. The
standards also facilitate the replacement or improvement of post-war development that eliminated the
pedestrian orientation of various downtown blocks (for example: parking structures with no features of
pedestrian interest along their entire lengths). The landscape style is urban, emphasizing shading and
accent street trees in sidewalk tree wells. Parking is accommodated on street, and may also be in
structures with liner buildings, underground, and within block centers in surface lots not visible from
streets.
Urban (UC) ZoneThis zone is applied to the area surrounding Downtown, which services as a
transitional area to the surrounding lower-intensity neighborhoods, and to other areas where mixed-use
and multi-unit residential buildings create a pedestrian-oriented urban fabric. The zone provides for a
variety of non-residential uses and a mix of housing types at medium intensities and densities. Besides
accommodating community-serving businesses, this zone may also serve the daily convenience shopping
and service needs of nearby residents. Building types include mixed-use commercial blocks, stacked flats,
live-work, rowhouses, and courtyard housing. The landscape style is urban, emphasizing shading street
trees in sidewalk tree wells. Parking is accommodated on street and may also be in structures with liner
buildings and underground in areas adjacent to the DT zone, and in surface lots away from street
frontages.
Corridor (CDR) ZoneThis zone is applied to properties fronting existing commercial corridors and
provides standards to improve pedestrian orientation in a transit-supportive, mixed-use area. Mixed-use
commercial block and live-work building types are at or near the sidewalk, and accommodate street level
retail, service, and office, uses with office and residential above. The landscape style is urban,
emphasizing shading street trees in sidewalk tree wells. Parking is accommodated on street, and in
screened surface lots between buildings, or away from streets, with no more than half of the site frontage
occupied by parking.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-5

Chapter 1 Executive Summary

Urban Neighborhood 2 (UN-2) ZoneThis zone is applied to primarily residential areas intended to
accommodate a variety of housing types with some opportunities for live-work, neighborhood-serving
retail, and dining establishments. Appropriate building types include single dwellings, duplexes, triplexes,
and quadplexes, courtyard housing, rowhouses, and live-work. In some areas, the more intense, hybrid
building type is allowed where additional intensity is warranted while maintaining compatibility with
neighboring properties. The landscape is appropriate to a neighborhood, with shading street trees in
parkway strips, and shallow depth landscaped front yards separating buildings from sidewalks. Parking is
on street, and in garages located away from street frontages.
Urban Neighborhood 1 (UN-1) ZoneThis zone is applied to existing primarily residential areas and
is intended to strengthen and stabilize the low intensity nature of these neighborhoods by
accommodating housing types at lower densities. Appropriate building types include single dwellings,
duplexes, triplexes, and quadplexes, and live-work. The landscape is appropriate to a neighborhood, with
shading street trees in parkway strips and landscaped front yards separating buildings from sidewalks.
Parking is on street, and in garages located away from street frontages.
Industrial Overlay (IO) ZoneThis zone is applied to areas currently zoned Light Industrial (M1) and
Heavy Industrial (M2) to allow the types of land use activity and development permitted by M1 and M2
zoning to continue until such time that the owner chooses to apply the new zones identified in the
Transit Zoning Map (Figure ES-2). Until the property is rezoned as described above, property in the IO
Zone shall be regulated by the existing provisions of the M1 and M2 zones contained within the Santa
Ana Municipal Code (SAMC 41, Article III, Divisions 18 and 19), as applicable.
Open Space (OS)This zone identifies areas reserved for community parks and other open spaces.
Allowable structures in this zone are limited to those necessary to support the specific purposes of the
particular open space area (e.g., sport-court enclosures and multi-purpose buildings in active parks and
trails within passive parks.

1.4

PROJECT DESCRIPTION

The Transit Zoning Code was initially drafted as a component of the larger Santa Ana Renaissance
Specific Plan (SARSP). The community process to draft the SARSP included over 100 outreach meetings
and interviews held from April 2006 through February 2008. Following the completion of the
community outreach process for the SARSP, but prior to the release of the revised draft plan to the
public, the City was awarded a major transportation grant to study and design new transit infrastructure
that would ultimately be constructed within the SARSP study area. Also during this time, the Santa Ana
Redevelopment Agency (Agency) entered into a Predevelopment Agreement for planning and
development purposes with The Related Companies of California, LLC and Griffin Realty Corporation,
a California Corporation (jointly, the Developer) to redevelop Agency-owned properties generally located
in the vicinity of Santa Ana Boulevard. Due to these major changes within the SARSP study area, and in
response to community concerns regarding the scope of the SARSP itself, the Specific Plan was tabled.
However, the zoning component of the SARSP (the Transit Zoning Code) was pulled out and further
refined in order to provide the zoning necessary to support the long-term development of a successful
transit program, as well as to provide a development framework for the redevelopment of the Agency

1-6

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

properties. This new document, the Transit Zoning Code, is the subject of this Draft Environmental
Impact Report (DEIR).
The Transit Zoning Code provides new zoning for all of the properties contained within its boundary
with the exception of those properties zoned M1Light Industrial or M2Heavy Industrial. These M1
and M2 properties would retain their existing zoning, but would be covered by an overlay zone that
allows for the option of future mixed-use development to be exercised at the discretion of the property
owner. The Transit Zoning Code provides for the integration of new infill development into existing
neighborhoods, allows for the reuse of existing buildings, supports mixed-use development, provides a
transit-supportive, pedestrian-oriented development framework to reduce vehicle trips, reduce
greenhouse gas emissions, and support the addition of new transit infrastructure, and provides an
economic development stimulus.
Within the boundary of the Transit Zoning Code the Agency owns forty-nine parcels comprising
approximately seven noncontiguous acres. The Agency/City is pursuing the potential acquisition of
sixteen additional properties within the immediate vicinity of the forty-nine parcels mentioned above for
the purposes of completing the assemblage of properties on those blocks in which the Agency already
has majority ownership, as well as to secure property to provide for additional open space. The
acquisition of these additional properties may lead to demolition and/or relocation of existing structures,
as well as the potential relocation of any existing residents.
The Agency and the Developer propose to redevelop these properties. The Developer concept for these
properties includes the development of a maximum of 155 rental units (including a potential senior
housing project) and a maximum of 65 for-sale unitsa total of 220 new residential units. A component
of this residential development will be affordable pursuant to the County of Oranges criteria for low-tomoderate income housing. The development proposal also includes the addition of approximately
1.5 acres of new public open space that would include a public park, a public tot lot, and a 10,000 square
foot community building. The redevelopment of these properties requires the demolition of fifteen
structures, totaling approximately 30,000 square feet of building area, on fifteen Agency-owned
properties.
The City of Santa Ana is in the process of preparing the Santa Ana Fixed Guideway Corridor Study in
order to apply for future grant funding that would support the construction of a new public transit
system. This system would provide for the expansion of transit services originating at the Santa Ana
Regional Transportation Center (SARTC) and serving the Lacy Neighborhood, Downtown and Civic
Center areas. Future expansion of the system would link to the Pacific Electric Right-of-Way, located on
the Citys western side, in order to provide service into the City of Garden Grove and beyond. While the
zoning standards contained within the Transit Zoning Code would provide a framework for the transitsupportive development necessary to generate adequate ridership for the successful development of the
Fixed Guideway System, this EIR will not analyze the proposed Santa Ana Fixed Guideway Corridor
Study and its potential alignments have not been completed. The specifics of that plan will be analyzed in
a separate EIR as part of the Santa Ana Fixed Guideway Corridor Study.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-7

Chapter 1 Executive Summary

To accommodate this objective, the City will need to amend the current General Plan to permit these
new land uses and amend the Zoning Code to establish development standards that implement the
project. These amendments will allow the City to provide a framework for the development of compact,
transit-oriented development that contains a mix of residential, commercial, and professional uses in
order to address the Citys and the regions goals of providing sites for housing in already urbanized
locations that are adjacent to transit, thereby reducing vehicle trips, stimulating investment in
underutilized land, and improving the jobs/housing balance within the City. This will lead to potential
development of approximately 4,075 residential units, 387,000 sf of retail development, and an additional
15.5 acres of open space within the City. Adoption of this project would allow the City to consider
subsequent actions consistent with these updates in the General Plan and Land Use designations.
Table 3-1 (Summary of Transit Zoning Code [SD84A and SD84B] Development Potential) lists the
overall potential net change that would occur as a result of the proposed project area.
The Transit Zoning Code would rezone, or adopt an overlay zone, for the properties contained with the
boundaries of the Code area. This new zoning would provide for the integration of new infill
development into existing neighborhoods, to allow for the reuse of existing structures, and to provide a
transit-supportive, pedestrian-oriented development framework to support the addition of new transit
infrastructure.
The Transit Zoning Code area also includes 48 parcels (6.76 mostly non-contiguous acres) currently
owned by the Santa Ana Redevelopment Agency (the Agency). The Agency has entered into a
Predevelopment Agreement for planning and development purposes with The Related Companies of
California, LLC, and a California limited liability company, and Griffin Realty Corporation, a California
Corporation (jointly, the Developer) to redevelop these properties and provide for new community
open space, as well as to prepare the Station District Master Plan.
The redevelopment of these properties will also include the demolition of structures on 11 Agencyowned properties. The Agency is also pursuing the potential acquisition of a limited number of
properties within the immediate vicinity of the 48 parcels mentioned above for the purposes of
completing the assemblage of properties on those blocks in which the Agency already has majority
ownership, as well as to secure property to provide for additional open space.
The City of Santa Ana is in the process of preparing the Santa Ana Fixed Guideway Corridor Study in
order to apply for future grant funding that would support the construction of a new public transit
system. This system would provide for the expansion of transit services originating at the SARTC and
serving the Downtown and Civic Center areas. Future expansion of the system would link to the Pacific
Electric Right-of-Way, located on the Citys eastern side, in order to provide service into the City of
Garden Grove and beyond. While the zoning standards contained within the Transit Zoning Code would
provide a framework for the transit-supportive development necessary to generate adequate ridership for
the successful development of the Fixed Guideway System, this EIR will not analyze the proposed Santa
Ana Fixed Guideway Corridor Study or its potential alignments. The specifics of that plan will be
analyzed in a separate EIR when the Study is completed.

1-8

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

In terms of net development, the Transit Zoning Code would allow for the potential development of
approximately 351,000 square feet (sf) of retail development and the addition of new open space within
the City. Creation of this Transit Zoning Code area would allow the City to consider subsequent actions
consistent with these updates. Table ES-1 (Summary of Transit Zoning Code Potential Net Change) lists
the overall potential net change that could occur as a result of any new construction built pursuant to the
standards contained within the proposed Transit Zoning Code.
Table ES-1
Land Use Type

Existing Uses to be Converted

Potential Net Development

Residential (units)

4,272

197

4,075

Retail (sf)

693,00

306,00

387,000

Industrial (sf)

90,000

1,080,000

(990,000)

124,000

(124,000)

8,000

29,000

(21,000)

Open Space (sf)

680,000

680,000

Surface Parking Lot (sf)

67,000

1,839,00

(1,772,000)

Commercial (sf)
Civic (sf)

1.5

Summary of Transit Zoning Code Potential Net Change


Potential Gross Development

COMMUNITY/AGENCY ISSUES

This EIR addresses issues that are known or were raised by agencies or interested parties during the
NOP public review periods with respect to the environmental resources associated with the proposed
project. These issues include:

1.6

Traffic circulation and parking


Availability of open space
Safety
Displacement and overcrowding
Burdening of the public services and infrastructure
Construction and operational air quality
Construction-related noise
Biological resources
Historic resources

MITIGATION MONITORING AND REPORTING PROGRAM

CEQA requires that a public agency adopt a Mitigation Monitoring and Reporting Program (MMRP) for
mitigation measures that have been incorporated into the project to reduce or avoid significant effects on
the environment. The MMRP is designed to ensure compliance during project implementation, as
required by Public Resources Code Section 21081.6.
This EIR discusses feasible mitigation measures (MMs) that would be implemented to reduce significant
environmental impacts. In addition, existing City programs, practices, and procedures that currently

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-9

Chapter 1 Executive Summary

reduce environmental impacts will be continued throughout the Transit Zoning Code planning horizon.
The MMRP for the Transit Zoning Code, which obligates the City to implement MMs, will be prepared
and reviewed by the City in conjunction with consideration of the Transit Zoning Code and certification
of the Final EIR.

1.7

ALTERNATIVES

In accordance with Section 15126.6 of the CEQA Guidelines, alternatives to the Transit Zoning Code, as
proposed, are analyzed. Detailed information is provided in Section 5.0 of this EIR. A total of three
alternatives were identified and would feasibly attain the most basic project objectives while avoiding or
substantially lessening some of the significant effects of the project were analyzed. An environmentally
superior alternative is also identified. These alternatives include the following:
No Project/Development According to General Plan Alternative
Higher Commercial Component Alternative
Reduced (Low-Rise) Project

1.8

CLASSIFICATION OF ENVIRONMENTAL IMPACTS

Potential environmental impacts have been classified in the following categories:


Less Than Significant (LTS)Results
environmental conditions

in

no

substantial

adverse

change

to

existing

Potentially Significant (PS)Constitutes a substantial adverse change to existing environmental


conditions that can be mitigated to less-than-significant levels by implementation of feasible
mitigation measures or by the selection of an environmentally superior project alternative
Significant and Unavoidable (SU)Constitutes a substantial adverse change to existing
environmental conditions that cannot be fully mitigated by implementation of all feasible
mitigation measures or by the selection of an environmentally superior project alternative

1.9

ENVIRONMENTAL IMPACTS

Table ES-2 (Summary of Environmental Effects and Mitigation Measures), provided at the end of this
section, presents a summary of the environmental impacts resulting from the proposed Specific Plan. It
has been organized to correspond with the environmental issues discussed in Chapter 4 (Environmental
Setting, Impacts, and Mitigation Measures) and is arranged in four columns: the identified impact under
each EIR issue area; the level of significance prior to mitigation; Transit Zoning Code EIR mitigation
measures (MM) that would avoid or reduce the level of impacts; and the level of significance after
implementation of mitigation measures, if applicable. The City programs, practices, and procedures are
considered to be part of the Transit Zoning Code for purposes of determining the level of significance
prior to mitigation. Where no mitigation is required, it is noted in the table.
While the City has evaluated a range of potential mitigation measures to reduce significant project
impacts, and will implement all feasible mitigation measures, the long-term development potential of the

1-10

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

proposed zone change could result in the following significant and unavoidable impacts. It should be
noted that, with the exception of the redevelopment of the forty-eight Agency-owned parcels, there are
no specific development projects currently proposed within the Transit Zoning Code area. The following
analysis reflects a future build-out scenario assuming that any development that occurred would do so at
the most intense standard contained within the Code.

Aesthetics
Development under the proposed Transit Zoning Code would allow for a variety of building
heights from low (one to two stories) to high (up to ten or twenty-five stories in the Downtown
and Rail Station District, respectively). Depending on the location of the proposed structures,
shadows may be cast on sensitive receptors for extended periods of time (three to four hours) by
the proposed high-rise structures.

Air Quality
With adoption of the Transit Zoning Code (SD 84A and SD 84B, and under a long-term build-out
scenario, population growth projections in the City would exceed current Southern California
Association of Governments (SCAG) projections, which are used in the South Coast Air Quality
Management Districts (SCAQMDs) Air Quality Management Plan. Since the AQMP is based on
SCAG growth projections, the proposed project would be inconsistent with the 2007 AQMP
population growth projections.
It is reasonably foreseeable that construction emissions for individual projects constructed within
the Transit Zoning Code area may exceed the SCAQMDs recommended thresholds of
significance and results in short-term air quality impacts. Further, since development under the
Specific Plan may occur in multiple locations as part of multiple development projects, the
cumulative emissions of those development projects may also exceed SCAQMDs thresholds of
significance.
Primarily due to the increase in residential uses under the Transit Zoning Code , mobile source
(vehicular) emissions associated with the additional development would exceed SCAQMD
thresholds of significance for four criteria pollutants (VOC, NOX, CO, and PM10) for which the air
basin is in non-attainment.
In conjunction with other development projects in the vicinity of the Transit Zoning Code,
construction and operation of the proposed project would result in a cumulatively considerable net
increase of criteria pollutants (VOC, NOX, CO, and PM10) for which the air basin is in
nonattainment.

Cultural Resources
Adoption of the Transit Zoning Code could result in new development, which, depending on the
site chosen for development, may involve the reuse, relocation, or demolition of designated or
potentially historic structures, including those identified as potentially eligible to the SARHP by the
Historic Resource Survey conducted for the Transit Zoning Code or within identified historic
districts. While the City of Santa Ana would implement the applicable General Plan policies and
additional mitigation measures provided herein, the policies and mitigation measures afford only
limited protection to historic structures and cannot ultimately prevent the demolition of a historic

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-11

Chapter 1 Executive Summary

building or structure. The feasibility of retaining a historic structure/resource is determined on a


case-by-case basis, and within the planning horizon of the Transit Zoning Code, it is reasonably
foreseeable that development may occur where the retention/preservation of a historic
resource/structure may not be feasible.

Noise
Instantaneous noise levels associated with train horns, which occur periodically throughout a given
day and which must be used at at-grade crossings, would exceed the standards of the City of Santa
Ana Noise Ordinance at sensitive receptors that could be located in the vicinity of the AT&SF rail
line. With the establishment of a Quiet Zone, which the City is currently pursuing as part of a
separate action, impacts would be mitigated.
Should pile-driving be required during development within the Transit Zoning Code, construction
activities associated with the proposed project could generate or expose persons or structures
located in the vicinity to temporary levels of groundborne vibration in excess of established
thresholds. It should be noted that pile-driving is not currently proposed within the Transit Zoning
Code area, but it is reasonably foreseeable that pile-driving may occur.

Transportation and Traffic


Adoption of the Transit Zoning Code could cause an increase in traffic which is substantial in
relation to the existing traffic load and capacity of the street system. All of the potential impacts
attributable to the proposed project are mitigable. However, two mitigations require the
approval/cooperation of the California Department of Transportation (Caltrans). Because two of
the improvements require a discretionary action of an agency outside of the Citys purview, the
implementation of the two mitigations cannot be guaranteed. Should the mitigations be
implemented in cooperation with Caltrans, the traffic impacts of the Transit Zoning Code would
be reduced to less than significant.
Adoption of the proposed project could result in impacts related to street segment capacity on
roadways within and adjacent to the Transit Zoning Code. As described above, because two of the
improvements require a discretionary action of an agency outside of the Citys jurisdiction, the
implementation of the two mitigations cannot be guaranteed. Should the mitigations be
implemented in cooperation with Caltrans, the traffic impacts of the Transit Zoning Code would
be reduced to less than significant.
Adoption of the Transit Zoning Code could increase the level of traffic at the I-5 northbound offramp at Santa Ana Boulevard to an unacceptable level of service. The potential impact is mitigable
but requires a discretionary action by Caltrans, which is outside the purview of the Citys
jurisdiction. Should the mitigation be implemented in cooperation with Caltrans, the traffic
impacts of the Transit Zoning Code would be reduced to less than significant.
All other physical, project-specific environmental impacts (project-specific and cumulative) are either less
than significant or can be mitigated to a less-than-significant level. Cumulative impacts are discussed
within each respective section of the EIR.

1-12

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

Aesthetics
Impact 4.1-1
The
potential
mix
of
development/redevelopment projects that combine
residential and non-residential uses within the Transit
Zoning Code (SD 84A and SD 84B) area would not
cause an obstruction of significant public views or
vistas.

LTS

No mitigation is required.

LTS

Impact 4.1-2 Long-term cumulative development


within the project area, along with associated
infrastructure improvements would alter the existing
visual character or quality of the Transit Zoning Code
(SD 84A and SD 84B) area.

LTS

No mitigation is required.

LTS

Impact 4.1-3 Long-term cumulative development


occurring pursuant to the Transit Zoning Code, and
associated infrastructure improvements could result
in new sources of increased daytime glare.

PS

MM4.1-1 Proposed new structures shall be designed to maximize the use of textured or other non-reflective
exterior surfaces and non-reflective glass. Building materials shall be reviewed by the City of Santa Ana prior
to issuance of building permits for each project.

LTS

Impact 4.1-4 Long-term cumulative development


occurring pursuant to the Transit Zoning Code would
result in new sources of spillover light.

PS

MM4.1-2 All exterior lighting and advertising (including signage) shall be directed onto the specific location
intended for illumination (e.g., parking lots, driveways, and walkways) and shielded away from adjacent
properties and public rights-of-way to minimize light spillover onto adjacent areas.

LTS

MM4.1-3 Prior to issuance of a building permit for a specific development project, the applicant shall submit a
lighting plan to the City for review and approval. The plan shall specify the lighting type and placement to
ensure that the effects of security and other outdoor lighting are minimized on adjacent uses and do not
create spillover effects. The plan shall specifically incorporate the following design features:
All projects shall incorporate project design features to shield light and/or glare from vehicles entering or
exiting parking lots and structures that face sensitive uses (e.g., schools, hospitals, senior housing, or
other residential properties) by providing barriers so that light from vehicle headlights would not
illuminate off-site sensitive uses.
All projects shall incorporate project design features to provide landscaping, physical barriers, screening,
or other buffers to minimize project-generated illumination from entering off-site areas and to prevent
glare or interference with vehicular traffic, in accordance with the Citys Municipal Code.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-13

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Impact 4.1-5 Long-term cumulative development


occurring pursuant to the Transit Zoning Code
(SD 84A and SD 84B) could result in a substantial
increase in shade/shadows over sensitive uses.

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

PS

Transit Zoning Code Mitigation Measures

MM4.1-4 For any proposed structure that would exceed four stories in height, applicants shall submit a sitespecific shade/shadow report with renderings representing the level of shade/shadows associated with the
proposed development at the following times: 9:00 A.M., 12:00 P.M., 3:00 P.M. PST for the both the winter and
summer solstices. An additional rendering for the 5:00 P.M. PST time period shall be prepared for the
summer solstice period. Typically, a variety of criteria are used to determine the significance of a shadow
impact, including the following:

Level of
Significance
After
Mitigation

SU

Affected land use (criticality of direct sunlight for the use)


Duration (hours per day in shadow)
Time of day (critical time period for direct sunlight)
Season (time of year use would be shadowed)
Extent (percentage of use that would be shadowed)
Preexisting condition (shadow condition due to existing buildings, landscaping, or other features)
Type (solid or dappled shadow)
The report shall include any feasible design considerations that would reduce the extent of shadows cast by
a proposed structure. The analysis and the project design plans shall be forwarded to the Planning and
Building Agency for review and approval.
Air Quality
Impact 4.2-1 Construction and operation of the
proposed project would not create objectionable
odors affecting a substantial number of people.

1-14

LTS

MM4.2-1 Trash receptacles within the Transit Zoning Code (SD 84A and SD 84B) will be required to have
lids that enable convenient collection and loading and will be emptied on a regular basis, in compliance with
City of Santa Ana regulations for the collection of solid waste.

LTS

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Impact 4.2-2 Construction of the proposed project


would not raise local ambient pollutant
concentrations above the significance thresholds
with the incorporation of mitigation measures
MM4.2-2 through MM4.2-6.

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

LTS

Transit Zoning Code Mitigation Measures

MM4.2-2 The construction contractor should ensure that no more than 5 acres per day are actively graded or
developed.

Level of
Significance
After
Mitigation

LTS

MM4.2-3 The construction contractor should ensure that all active disturbed surfaces should be watered
three times per day throughout the construction period.
MM4.2-4 The construction contractor should ensure that the mass grading, fine grading, and structure
construction are conducted at separate time periods and do not overlap with one another.
MM4.2-5 The construction contractor should ensure that all haul roads are watered three (3) times per day.
MM4.2-6 The construction contractor should ensure that all traffic on unpaved roads is reduced to 15 mph or
less.

Impact 4.2-3 Operation of the proposed project


would increase local traffic volumes, but would not
expose sensitive receptors to substantial localized
carbon monoxide (CO) concentrations.

LTS

No mitigation is required.

LTS

Impact 4.2-4 Long-term cumulative development


pursuant to the adoption of the Transit Zoning Code
would not conflict with or obstruct implementation of
the Air Quality Management Plan.

LTS

No mitigation is required.

SU

Impact 4.2-5 Construction activities associated with


the construction of individual projects within the
Transit Zoning Code area, including the Developer
project, could contribute substantially to an existing
or projected air quality violation for criteria air
pollutants.

PS

MM4.2-7 Project applicants shall require by contract specifications that all diesel-powered equipment used
will be retrofitted with after-treatment products (e.g., engine catalysts) to the extent that they are readily
available in the South Coast Air Basin. Contract specifications shall be included in project construction
documents, which shall be reviewed by the City of Santa Ana prior to issuance of a grading permit.

SU

MM4.2-8 Project applicants shall require by contract specifications that all heavy-duty diesel-powered
equipment operating and refueling at the project site use low-NOX diesel fuel to the extent that it is readily
available and cost effective (up to 125 percent of the cost of California Air Resources Board diesel) in the
South Coast Air Basin (this does not apply to diesel-powered trucks traveling to and from the project site).
Contract specifications shall be included in project construction documents, which shall be reviewed by the
City of Santa Ana prior to issuance of a grading permit.
MM4.2-9 Project applicants shall require by contract specifications that alternative fuel construction
equipment (i.e., compressed natural gas, liquid petroleum gas, and unleaded gasoline) be utilized to the
extent that the equipment is readily available and cost effective in the South Coast Air Basin. Contract
specifications shall be included in project construction documents, which shall be reviewed by the City of

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-15

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

Santa Ana prior to issuance of a grading permit.


MM4.2-10 Project applicants shall require by contract specifications that construction equipment engines be
maintained in good condition and in proper tune per manufacturers specification for the duration of
construction. Contract specifications shall be included in project construction documents, which shall be
reviewed by the City of Santa Ana prior to issuance of a grading permit.
MM4.2-11 Project applicants shall require by contract specifications that construction operations rely on the
electricity infrastructure surrounding the construction site rather than electrical generators powered by
internal combustion engines to the extent feasible. Contract specifications shall be included in project
construction documents, which shall be reviewed by the City of Santa Ana prior to issuance of a grading
permit.
MM4.2-12 As required by South Coast Air Quality Management District Rule 403Fugitive Dust, all
construction activities that are capable of generating fugitive dust are required to implement dust control
measures during each phase of project development to reduce the amount of particulate matter entrained in
the ambient air. These measures include the following:
Application of soil stabilizers to inactive construction areas
Quick replacement of ground cover in disturbed areas
Watering of exposed surfaces three times daily
Watering of all unpaved haul roads three times daily
Covering all stock piles with tarp
Reduction of vehicle speed on unpaved roads
Post signs on-site limiting traffic to 15 miles per hour or less
Sweep streets adjacent to the project site at the end of the day if visible soil material is carried over to
adjacent roads
Cover or have water applied to the exposed surface of all trucks hauling dirt, sand, soil, or other loose
materials prior to leaving the site to prevent dust from impacting the surrounding areas
Install wheel washers where vehicles enter and exit unpaved roads onto paved roads to wash off trucks
and any equipment leaving the site each trip
MM4.2-13 The developer shall require by contract specifications that construction-related equipment,
including heavy-duty equipment, motor vehicles, and portable equipment, shall be turned off when not in use

1-16

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

for more than 30 minutes. Diesel-fueled commercial motor vehicles with gross vehicular weight ratings of
greater than 10,000 pounds shall be turned off when not in use for more than 5 minutes. Contract
specifications shall be included in the proposed project construction documents, which shall be approved by
the City of Santa Ana.
MM4.2-14 The developer shall require by contract specifications that construction parking be configured to
minimize traffic interference during the construction period and, therefore, reduce idling of traffic. Contract
specifications shall be included in the proposed project construction documents, which shall be approved by
the City of Santa Ana.
MM4.2-15 The developer shall require by contract specifications that temporary traffic controls are provided,
such as a flag person, during all phases of construction to maintain smooth traffic flow. Contract
specifications shall be included in the proposed project construction documents, which shall be approved by
the City of Santa Ana.
MM4.2-16 The developer shall require by contract specifications that construction activities that affect traffic
flow on the arterial system by scheduled to off-peak hours (9:00 A.M. to 3:00 P.M.). Contract specifications
shall be included in the proposed project construction documents, which shall be approved by the City of
Santa Ana.
MM4.2-17 Upon issuance of building or grading permits, whichever is issued earliest, notification shall be
mailed to owners and occupants of all developed land uses within mile of any project within the Transit
Zoning Code (SD 84A and SD 84B) boundaries greater than four stories in height or 25,000 sf in area
providing a schedule for major construction activities that will occur through the duration of the construction
period. In addition, the notification will include the identification and contact number for a community liaison
and designated construction manager that would be available on site to monitor construction activities. The
construction manager shall be responsible for complying with all project requirements related to PM10
generation. The construction manager will be located at the on-site construction office during construction
hours for the duration of all construction activities. Contract information for the community liaison and
construction manager will be located at the construction office, City Hall, the police department, and a sign
on site.
MM4.2-18 The developer shall require by contract specifications that the architectural coating (paint and
primer) products used would have a VOC rating of 125 grams per liter or less. Contract specifications shall
be included in the proposed project construction documents, which shall be reviewed and approved by the
City of Santa Ana.
MM4.2-19 The developer shall require by contract specifications that materials that do not require painting be
used during construction to the extent feasible. Contract specifications shall be included in the proposed

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-17

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

project construction documents, which shall be reviewed and approved by the City of Santa Ana.
MM4.2-20 The developer shall require by contract specifications that pre-painted construction materials be
used to the extent feasible. Contract specifications shall be included in the proposed project construction
documents, which shall be reviewed and approved by the City of Santa Ana.
Impact 4.2-6 Operation of the proposed project
would exceed South Coast Air Quality Management
District standards for VOC, NOX, CO, and PM10 and
would result in a projected air quality violation.

PS

MM4.2-21 As individual components of the Transit Zoning Code (SD 84A and SD 84B) are implemented, an
air quality impact analyses will be completed to determine their independent significance levels. Mitigation is
to be incorporated at the individual component level to bring the individual components to less than
significant on a site-by-site basis.

SU

MM4.2-22 Prior to issuance of a building permit, the applicant shall demonstrate that the design of the
proposed buildings or structures exceeds current Title 24 requirements (Title 24, Part 6 of the California
Code of Regulations; The Energy Commission adopted the 2008 Standards on April 23, 2008, and the
Building Standards Commission approved them for publication on September 11, 2008. The 2008
Residential Compliance Manual was adopted by the Commission on December 17, 2008, and the 2008 Nonresidential Compliance Manual was adopted January 14, 2009.Energy Efficiency Standards for Residential
and Non Residential Buildings, as amended November 1, 2005; Cool Roof Coatings performance standards
as amended September 11, 2006) by a minimum of 20 percent, subject to review by the County Building
Official. Documentation of compliance with this measure shall be provided to the Planning Department and
Building Official for review and approval prior to issuance of the permit. Installation of the identified design
features or equipment will be confirmed by the County Building Official prior to certificate of occupancy. Any
combination of the following design features may be used to fulfill this mitigation provided that the total
increase in efficiency meets or exceeds 20 percent:
Increase in insulation such that heat transfer and thermal bridging is minimized
Limit air leakage through the structure or within the heating and cooling distribution system to minimize
energy consumption
Incorporate dual-paned or other energy efficient windows
Incorporate energy efficient space heating and cooling equipment
Incorporate energy efficient light fixtures
Incorporate energy efficient appliances
Incorporate energy efficient domestic hot water systems
Incorporate solar panels into the electrical system

1-18

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

Incorporate cool roofs/light-colored roofing


Or other measures that will increase the energy efficiency of building envelope in a manner that when
combined with the other options listed above exceeds current Title 24 Standards (Title 24, Part 6 of the
California Code of Regulations; Energy Efficiency Standards for Residential and Non Residential
Buildings, as amended November 1, 2005; Cool Roof Coatings performance standards as amended
September 11, 2006) by a minimum of 20 percent
MM4.2-23 Prior to issuance of a building permit, the applicant shall provide a landscape plan for the Project
that includes shade trees around main buildings, particularly along southern elevations where practical, and
will not interfere with loading dock locations or other operational constraints. Documentation of compliance
with this measure shall be provided to the City Building Official for review and approval.
MM4.2-24 Prior to issuance of a building permit, the applicant shall demonstrate that the proposed building
or structure designs incorporate exterior storage areas for recyclables and green waste and adequate
recycling containers located in public areas. Documentation of compliance with this measure shall be
provided to the City Building Official for review and approval. Installation of the identified design features or
equipment will be confirmed by the City Building Official prior to issuance of certificate of occupancy.
MM4.2-25 The applicant shall provide education and publicity about reducing waste and available recycling
services to future tenants. The education and publicity materials shall be provided to the City for review and
approval by the Planning Department.
MM4.2-26 All showerheads, lavatory faucets, and sink faucets within the residential units shall comply with
the California Energy Conservation flow rate standards.
MM4.2-27 Low-flush toilets shall be installed within all commercial and residential (including Congregate
Care) units as specified in California State Health and Safety Code Section 17921.3.
MM4.2-28 All commercial/industrial/common area irrigation areas shall be capable of being operated by a
computerized irrigation system which includes an onsite weather station/ET gage capable of reading current
weather data and making automatic adjustments to independent run times for each irrigation valve based on
changes in temperature, solar radiation, relative humidity, rain, and wind. In addition, the computerized
irrigation system shall be equipped with flow-sensing capabilities, thus automatically shutting down the
irrigation system in the event of a mainline break or broken head. These features will assist in conserving
water, eliminating the potential of slope failure due to mainline breaks, and eliminating over-watering and
flooding due to pipe and/or head breaks.
MM4.2-29 Landscape designers shall ensure that Project landscaping of commercial/industrial/common
areas uses drought-tolerant and smog-tolerant trees, shrubs, and groundcover to ensure long-term viability

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-19

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

and conserve water and energy.


MM4.2-30 Landscape designers shall ensure that the landscape plan includes drought resistant trees,
shrubs, and groundcover within the parking lot and perimeter.
MM4.2-31 Project designers shall ensure that design features incorporate light-colored roofing materials that
will deflect heat away from the building and conserve energy.
MM4.2-32 The Project designers shall ensure that designs include all illumination elements to have controls
to allow selective use as an energy conservation measure.
MM4.2-33 Prior to issuance of a building permit, the applicant shall demonstrate that measures have been
included to promote ride sharing programs such as, but not necessarily including, publishing ride sharing
information for all of the tenants, designating a certain percentage of parking spaces for ride sharing
vehicles, designating adequate passenger loading and unloading and waiting areas for ride sharing vehicles,
and providing a website or message board for coordinating rides. Documentation of compliance with this
measure shall be provided to the City Building Official for review and approval. Installation of the identified
design features or equipment will be confirmed by the City Building Official prior to issuance of certificate of
occupancy.
MM4.2-34 Prior to issuance of a building permit, the applicant shall demonstrate that measures have been
included to provide adequate bicycle parking near building entrances to promote cyclist safety, security, and
convenience. Documentation of compliance with this measure shall be provided to the City Building Official
for review and approval. Installation of the identified design features or equipment will be confirmed by the
City Building Official prior to issuance of certificate of occupancy.
MM4.2-35 Prior to issuance of any certificate of occupancy, the applicant shall demonstrate that all interior
building lighting supports the use of compact fluorescent light bulbs or equivalently efficient lighting to the
satisfaction of the City Building Official.
MM4.2-36 Tenants shall be responsible to ensure that preferential parking spaces are allocated to ultra-low
emission vehicles and alternative fueled vehicles to encourage the use of alternative fuels and ultra-low
emission vehicles.
Impact 4.2-7 Construction and operation of the
proposed project could result in a cumulatively
considerable net increase of criteria pollutants for
which the proposed project region is in
nonattainment under an applicable federal or state
ambient air quality standard.

1-20

PS

MM4.2-2 through MM4.2-39 would also apply to this impact.

SU

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

Biological Resources
Impact 4.3-1 Long-term cumulative development
occurring pursuant to the Transit Zoning Code would
not result in a potential reduction in nesting
opportunities for resident and migratory avian
species of special concern.

PS

MM4.3-1 To ensure that avian species of concern, protected migratory species (e.g., MBTA), or raptors
species are not injured or disturbed by construction in the vicinity of nesting habitat, the project applicant
shall implement the following measures:

LTS

1. Tree removal shall be restricted to the period between August 30 and February 15, to the extent feasible,
to avoid the breeding season of any migratory species that could be using the area, and to discourage
nesting in the vicinity of an upcoming construction area. If it is not feasible to remove trees outside this
window then, prior to the beginning of mass grading, including grading for major infrastructure
improvements, during the period between February 15 and August 30, all trees within 250 feet of any
grading or earthmoving activity shall be surveyed for active nests by a qualified biologist no more than
30 days prior to disturbance. If active nests are found, and the site is within 250 feet of potential
construction activity, a temporary fence shall be erected, where appropriate, around the tree(s) at a
distance of up to 250 feet, depending on the species, from the edge of the canopy to prevent
construction disturbance and intrusions on the nest area. The appropriate buffer shall be determined in
consultation with the City of Santa Ana Park Naturalist or a designee.
2. No construction vehicles shall be permitted within restricted areas (i.e., protection zones), unless directly
related to the management or protection of the legally protected species.
3. If a legally protected species nest is located in a tree designated for removal, the removal shall be
deferred until after August 30, or until the adults and young of the year are no longer dependent on the
nest site as determined by a qualified biologist.

Cultural Resources
Impact 4.4-1 Long-term cumulative development
occurring pursuant to the Transit Zoning Code could
cause a substantial adverse change in the
significance of an archaeological resource or disturb
human remains.

PS

MM4.4-1(a) Prior to any earth-disturbing activities (e.g., excavation, trenching, grading) that could encounter
undisturbed soils, the project applicant shall retain an archaeologist who meets the Secretary of the Interiors
Professional Qualifications Standards for Archaeology to determine if the project could result in a substantial
adverse change in the significance of an archaeological resource pursuant to Section 15064.5 of the CEQA
Guidelines or disturb human remains. The investigation shall include, as determined appropriate by the
archaeologist and the City of Santa Ana, an updated records search of the South Central Coastal Information
Center (SCCIC) of the California Historical Resources Information System (CHRIS), updated Native
American consultation, and a pedestrian survey of the area proposed for development. The results of the
investigation shall be documented in a technical report or memorandum that identifies and evaluates any
archaeological resources within the development area and includes recommendations and methods for
eliminating or avoiding impacts on archaeological resources or human remains. The measures shall include,
as appropriate, subsurface testing of archaeological resources and/or construction monitoring by a qualified

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

LTS

1-21

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

professional and, if necessary, appropriate Native American monitors identified by the applicable tribe (e.g.,
the Gabrielio Tongva Nation) and/or the Native American Heritage Commission. The methods shall also
include procedures for the unanticipated discovery of human remains, which shall be in accordance with
Section 5097.98 of the State Public Resources Code and Section 7050.5 of Californias Health and Safety
Code. The technical report or memorandum shall be submitted to the City of Santa Ana for approval. As
determined necessary by the City, environmental documentation (e.g., CEQA documentation) prepared for
future development within the project site shall reference or incorporate the findings and recommendations of
the technical report or memorandum. The project applicant shall be responsible for implementing methods
for eliminating or avoiding impacts on archaeological resources identified in the technical report or
memorandum. Projects that would not encounter undisturbed soils and would therefore not be required to
retain an archaeologist shall demonstrate non-disturbance to the City through the appropriate construction
plans or geotechnical studies prior to any earth-disturbing activities. Projects that would include any earth
disturbance (disturbed or undisturbed soils) shall comply with MM4.4-2(b).
MM4.4-1(b) If evidence of an archaeological site or other suspected historical resource as defined by CEQA
Guidelines Section 15064.5, including darkened soil representing past human activity (midden), that could
conceal material remains (e.g., worked stone, fired clay vessels, faunal bone, hearths, storage pits, or
burials) are discovered during any project-related earth-disturbing activities (including projects that would not
encounter undisturbed soils), all earth-disturbing activity within 100 feet of the find shall be halted and the
City of Santa Ana shall be notified. The project applicant shall retain an archaeologist who meets the
Secretary of the Interiors Professional Qualifications Standards for Archaeology to assess the significance of
the find. Impacts to any significant resources shall be mitigated to a less-than-significant level through data
recovery or other methods determined adequate by the archaeologist and that are consistent with the
Secretary of the Interior's Standards for Archaeological Documentation. Any identified cultural resources
shall be recorded on the appropriate DPR 523 (A-L) form and filed with the SCCIC.
Impact 4.4-2 Long-term cumulative development
occurring pursuant to the Transit Zoning Code has
the potential to directly or indirectly destroy a unique
paleontological resource or unique geologic feature.

1-22

PS

MM4.4-2(a) Prior to any earth-disturbing activities (e.g., excavation, trenching, grading) that could encounter
undisturbed soils, the project applicant shall retain a professional paleontologist to determine if the project
could directly or indirectly destroy a unique paleontological resource or site or unique geologic feature. The
investigation shall include, as determined appropriate by the paleontologist and the City of Santa Ana, a
paleontology records check and a pedestrian survey of the area proposed for development. The results of
the investigation shall be documented in a technical report or memorandum that identifies the paleontological
sensitivity of the development area and includes recommendations and methods for eliminating or avoiding
impacts on paleontological resources or unique geologic features. The technical report or memorandum shall
be submitted to the City for approval. As determined necessary by the City, environmental documentation
(e.g., CEQA documentation) prepared for future development within the project site shall reference or
incorporate the findings and recommendations of the technical report or memorandum. The project applicant
shall be responsible for implementing methods for eliminating or avoiding impacts on paleontological

LTS

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

resources or unique geologic features identified in the technical report or memorandum. Projects that would
not encounter undisturbed soils and would therefore not be required to retain a paleontologist shall
demonstrate non-disturbance to the City through the appropriate construction plans or geotechnical studies
prior to any earth-disturbing activities. Projects that would include any earth disturbance (disturbed or
undisturbed soils) shall comply with MM4.4-3(b).
MM4.4-2(b) Should paleontological resources (i.e., fossil remains) be identified at a particular site during
project construction, the construction foreman shall cease construction within 100 feet of the find until a
qualified professional can provide an evaluation. Mitigation of resource impacts shall be implemented and
funded by the project applicant and shall be conducted as follows:
1. Identify and evaluate paleontological resources by intense field survey where impacts are considered
high
2. Assess effects on identified sites
3. Consult with the institutional/academic paleontologists conducting research investigations within the
geological formations that are slated to be impacted
4. Obtain comments from the researchers
5. Comply with researchers recommendations to address any significant adverse effects where determined
by the City to be feasible
In considering any suggested mitigation proposed by the consulting paleontologist, the City of Santa Ana
staff shall determine whether avoidance is necessary and feasible in light of factors such as the nature of the
find, project design, costs, applicable policies and land use assumptions, and other considerations. If
avoidance is unnecessary or infeasible, other appropriate measures (e.g., data recovery) shall be instituted.
Work may proceed on other parts of the project site while mitigation for paleontological resources is carried
out.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-23

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Impact 4.4-3 The adoption of the Transit Zoning


Code (SD 84A and SD 84B) could result in
substantial adverse change in the significance of a
historical resource as defined in Section 15064.5 of
the CEQA Guidelines.

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

PS

MM4.4-3 Prior to development activities that would demolish or otherwise physically affect buildings or
structures 50 years old or older or affect their historic setting, the project applicant shall retain a cultural
resource professional who meets the Secretary of the Interiors Professional Qualifications Standards for
Architectural History to determine if the project would cause a substantial adverse change in the significance
of a historical resource as defined in Section 15064.5 of the CEQA Guidelines. The investigation shall
include, as determined appropriate by the cultural resource professional and the City of Santa Ana, the
appropriate archival research, including, if necessary, an updated records search of the South Central
Coastal Information Center (SCCIC) of the California Historical Resources Information System (CHRIS) and
a pedestrian survey of the proposed development area to determine if any significant historic-period
resources would be adversely affected by the proposed development. The results of the investigation shall
be documented in a technical report or memorandum that identifies and evaluates any historical resources
within the development area and includes recommendations and methods for eliminating or reducing impacts
on historical resources. The technical report or memorandum shall be submitted to the City Santa Ana for
approval. As determined necessary by the City, environmental documentation (e.g., CEQA documentation)
prepared for future development within the project site shall reference or incorporate the findings and
recommendations of the technical report or memorandum. The project applicant shall be responsible for
implementing methods for eliminating or reducing impacts on historical resources identified in the technical
report or memorandum. Such methods could include, but not be limited to, written and photographic
recordation of the resource in accordance with the level of Historic American Building Survey (HABS)
documentation that is appropriate to the significance (local, state, national) of the resource.

SU

Impact 4.5-1 Long-term cumulative development


occurring pursuant to the Transit Zoning Code could
involve the transportation, use, storage, and/or
disposal of hazardous materials, such as diesel
exhaust.

LTS

No mitigation is required.

LTS

Impact 4.5-2 Construction activities associated with


implementation of the proposed Transit Zoning Code
(SD 84A and SD 84B) could result in the release of
hazardous materials to the environment through
reasonably foreseeable upset and accident
conditions.

PS

MM4.5-1 When sites that are listed in the EDR Report initiate project development, the project applicant shall
prepare a Phase I ESA for the proposed site. The Phase I ESA shall be prepared in accordance with ASTM
E-1527-05 Standard Practice for Environmental Site Assessments: Phase I Environmental Site Assessment
Process (November 1, 2006). The purpose of a Phase I ESA is to identify environmental conditions at a
proposed project site that may suggest environmental contamination. The Phase I ESA report shall be
prepared by a CA EPA Registered Environmental Assessor or similarly qualified individual prior to initiating
any construction activities at the site.

LTS

Hazards and Hazardous Materials

If recommended in the Phase I ESA, the project sponsor shall undertake (or require the responsible party to

1-24

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

undertake) a Phase II ESA soil sampling plan; or if any environmental contamination is identified by the
Phase I ESA, the project sponsor shall implement (or require the responsible party to implement) the
recommendations of the report to further investigate and to remove any soil contamination.
MM4.5-2 In the event that previously unknown or unidentified soil and/or groundwater contamination that
could present a threat to human health or the environment is encountered during construction in the Transit
Zoning Code (SD 84A and SD 84B) area, construction activities in the immediate vicinity of the
contamination shall cease immediately. If contamination is encountered, a Risk Management Plan shall be
prepared and implemented that (1) identifies the contaminants of concern and the potential risk each
contaminant would pose to human health and the environment during construction and post-development
and (2) describes measures to be taken to protect workers, and the public from exposure to potential site
hazards. Such measures could include a range of options, including, but not limited to, physical site controls
during construction, remediation, long-term monitoring, post-development maintenance or access limitations,
or some combination thereof. Depending on the nature of contamination, if any, appropriate agencies shall
be notified (e.g., Santa Ana Fire Department). If needed, a Site Health and Safety Plan that meets
Occupational Safety and Health Administration requirements shall be prepared and in place prior to
commencement of work in any contaminated area.
MM4.5-3 Prior to the demolition of structures that were constructed before 1980, a thorough investigation
shall be completed to determine if asbestos, lead, or PCBs exist on the site. All demolition that could result in
the release of lead and/or asbestos must be conducted according to Cal/OSHA standards.
Impact 4.5-3 Construction activities associated with
the implementation of the Transit Zoning Code could
result in the handling of hazardous materials,
substances, or waste within one-quarter mile of an
existing school.

PS

MM4.5-1 and MM4.5-2 would apply to this impact.

LTS

Impact 4.5-4 The Transit Zoning Code (SD 84A and


SD 84B) includes sites which are included on a list of
hazardous materials sites and as a result, could
create a significant hazard to the public or
environment.

PS

MM4.5-1 and MM4.5-2 would apply to this impact.

LTS

Impact 4.5-5 Construction activities associated with


the implementation of the Transit Zoning Code could
result in a safety hazard for people residing or
working in the project area.

PS

MM4.5-4 For development of structures that exceed 200 feet in height above ground level at a development
site, applicants shall file a Notice of Proposed Construction or Alteration with the FAA (FAA Form 7460-1).
Following the FAAs nautical evaluation of the project, projects must comply with conditions of approval
imposed or recommended by the FAA. Subsequent to the FAA findings, the project shall be reviewed by the
ALUC for consistency analysis.

LTS

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-25

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Impact 4.5-6 The Transit Zoning Code could impair


the implementation of, or physically interfere with, an
adopted emergency response plan or emergency
evacuation plan resulting in a significant impact.

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

PS

Transit Zoning Code Mitigation Measures

MM4.5-5 Prior to initiation of construction activities, any development within the Transit Zoning Code
(SD 84A and SD 84B) Area shall have a completed traffic control plan, prepared by the project proponent
that will be implemented during construction activities. This may include, but is not limited to, the
maintenance of at least one unobstructed lane in both directions on surrounding roadways. At any time if
only a single lane is available, the developer shall provide a temporary traffic signal, signal carriers (i.e.,
flagpersons), or other appropriate traffic controls to allow travel in both directions. If construction activities
require the complete closure of a roadway segment, the developer shall provide appropriate signage
indicating alternative routes.

Level of
Significance
After
Mitigation

LTS

MM4.5-6 The City Public Works Department shall consult with the Santa Ana Police Department and the
Santa Ana Fire Department to disclose temporary closures and alternative travel routes in order to ensure
adequate access for emergency vehicles when construction of future projects would result in temporary land
or roadway closures.
MM4.5-7 The Santa Ana Fire Department, in consultation with other applicable City Departments (e.g.,
Police), shall update their Emergency Preparedness Plan prior to occupancy of the first project developed
under the Renaissance Transit Zoning Code (SD 84A and SD 84B), to address the potential for the
accidental release of hazardous materials that may be used, stored, and/or transported in association with
operation of project implementation.
MM4.5-8 Project applicants shall submit evacuation plans on a project by project basis that shall be reviewed
and approved by the City Police and Fire Departments.
Hydrology and Water Quality
Impact 4.6-1 Implementation of the Transit Zoning
Code would not violate water quality standards,
waste discharge, or otherwise substantially degrade
water quality.

PS

MM4.6-1 In order to comply with the current version of the DAMP, future development projects in the Transit
Zoning Code (SD 84A and SD 84B) area shall prepare Storm Drain Plans, Stormwater Pollution Prevention
Plans (SWPPP), and Water Quality Management Plans (WQMP) conforming to the current National Pollutant
Discharge Elimination System (NPDES) requirements, prepared by a Licensed Civil Engineer or
Environmental Engineer, shall be submitted to the Public Works Agency for review and approval.

LTS

a. A SWPPP shall be prepared and updated as needed during the course of construction to satisfy the
requirements of each phase of the development. The plan shall incorporate all necessary Best
Management Practices (BMPs) and other City requirements to eliminate polluted runoff until all
construction work for the project is completed. The SWPPP shall include treatment and disposal of all
dewatering operation flows, and for nuisance flows during construction. The SWPPP may include, but
would not necessarily be limited to, the following applicable measures:
Minimum required pavement widths for residential streets needed to comply with all zoning and

1-26

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

applicable ordinances
Use permeable materials for private sidewalks, driveways, parking lots, or interior roadway surfaces
Reduce the overall imperviousness associated with parking lots by using pervious materials in
spillover parking areas
Direct rooftop runoff to pervious areas and avoid routing rooftop runoff to the roadway or the
stormwater conveyance system
Biofilters including vegetated swales and strips
Extended/dry detention basins
Infiltration basin
Infiltration trenches or vaults
Catch basin inserts
Continuous flow deflection/separation systems
Storm drain inserts
Media filtration
Foundation planting
Catch basin screens
Normal flow storage/separation systems
Clarifiers
Filtration systems
Primary waste water treatment systems
Dry Wells
Cistern
b. A WQMP shall be prepared, maintained, and updated as needed to satisfy the requirements of the
adopted NPDES program. The plan shall incorporate water quality measures for all improved phases of
the project.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-27

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

Impact 4.6-2 Long-term cumulative development


occurring pursuant to the Transit Zoning Code
(SD 84A and SD 84B) would not interfere
substantially with groundwater recharge.

LTS

No mitigation required.

LTS

Impact 4.6-3 Development under the Transit Zoning


Code (SD 84A and SD 84B) could alter the existing
drainage pattern of the area and potentially result in
erosion and siltation.

PS

MM4.6-1 would apply to this impact.

LTS

Impact 4.6-4 Future development in the Transit


Zoning Code (SD 84A and SD 84B) could alter the
existing drainage pattern and potentially result in
increased downstream flooding through the addition
of impervious surfaces, or exceeding the capacity of
existing or planned stormwater drainage systems.

PS

MM4.6-1 would apply to this impact.

LTS

MM4.6-2 Prior to issuance of grading permits for future development projects in the Transit Zoning Code
(SD 84A and SD 84B) area, applicants shall submit site-specific Hydrology and Hydraulic Studies to the
Public Works Department for review and approval. If existing facilities are not adequate to handle runoff that
may be generated by the proposed development, then the applicant shall propose feasible remedies to
assure that adequate drainage facilities will be available prior to issuance of occupancy permits. The
applicant may propose storm drain improvements to be constructed in order to meet project needs. If
necessary storm drain upgrades cannot be implemented prior to issuance of occupancy permits, on site
detention facilities or other methods acceptable to the City shall be included with new development projects
to ensure that post-construction runoff does not exceed pre-development quantities.
MM4.6-3 During the design of individual projects, applicants shall minimize impervious area by incorporating
landscaped areas over substantial portions of a proposed project area. Furthermore, impervious areas shall
be directly connected to landscaped areas or bioretention facilities to promote filtration and infiltration of
stormwater.
MM4.6-4 During the design of individual projects, applicants shall control structural source through storm
drain stenciling and signage, coverage of trash area to minimize direct precipitation, efficient irrigation to
minimize runoff into stormwater conveyance system, slope and channel protection to decrease potentials for
erosions of slopes, and use of deep-rooted, drought tolerant plant species for erosion control.

Land Use and Planning


Impact 4.7-1 The Transit Zoning Code (SD 84A and
SD 84B) would not result in conflicts of use.

LTS

No mitigation is required.

LTS

Impact 4.7-2 The proposed Transit Zoning Code


(SD 84A and SD 84B) would not physically divide an
established community.

LTS

No mitigation is required.

LTS

1-28

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Impact 4.7-3 The proposed Transit Zoning Code


(SD 84A and SD 84B) would conflict with the Santa
Ana General Plan by adopting standards and land
uses not currently allowed within the proposed
Transit Zoning Code (SD 84A and SD 84B) area;
however, as part of the proposed project, the
General Plan would be amended to incorporate the
proposed land uses and development standards.

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

LTS

No mitigation is required.

LTS

PS

MM4.8-1 All construction activity within the City shall be conducted in accordance with Section 18-314(e) of
the City of Santa Ana Municipal Code.

LTS

Noise
Impact 4.8-1 Construction activities associated with
the proposed project would generate noise levels
that exceed the noise standards established by the
City of Santa Ana Municipal Code.

MM4.8-2 Each project applicant shall require by contract specifications that the following construction best
management practices (BMPs) be implemented by contractors to reduce construction noise levels:
Two weeks prior to the commencement of construction, notification must be provided to property owners
within 300 feet of a project site disclosing the construction schedule, including the various types of
activities that would be occurring throughout the duration of the construction period
Ensure that construction equipment is properly muffled according to industry standards and be in good
working condition
Place noise-generating construction equipment and locate construction staging areas away from
sensitive uses, where feasible
Schedule high noise-producing activities between the hours of 8:00 A.M. and 5:00 P.M. to minimize
disruption on sensitive uses
Implement noise attenuation measures, which may include, but are not limited to, temporary noise
barriers or noise blankets around stationary construction noise sources
Use electric air compressors and similar power tools rather than diesel equipment, where feasible
Construction-related equipment, including heavy-duty equipment, motor vehicles, and portable
equipment, shall be turned off when not in use for more than 30 minutes
Construction hours, allowable workdays, and the phone number of the job superintendent shall be clearly
posted at all construction entrances to allow for surrounding owners and residents to contact the job
superintendent. If the City or the job superintendent receives a complaint, the superintendent shall

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-29

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

investigate, take appropriate corrective action, and report the action taken to the reporting party.
Contract specifications shall be included in the proposed project construction documents, which shall be
reviewed by the City prior to issuance of a grading permit.
MM4.8-3 Each project applicant shall require by contract specifications that construction staging areas along
with the operation of earthmoving equipment within the project area would be located as far away from
vibration and noise sensitive sites as possible. Contract specifications shall be included in the proposed
project construction documents, which shall be reviewed by the City prior to issuance of a grading permit.
MM4.8-4 Each project applicant shall require by contract specifications that heavily loaded trucks used
during construction would be routed away from residential streets. Contract specifications shall be included in
the proposed project construction documents, which shall be reviewed by the City prior to issuance of a
grading permit.
Impact 4.8-2 Operation of the proposed project
could expose noise-sensitive land uses to noise
levels that exceed the standards established by the
City of Santa Ana General Plan.

PS

MM4.8-5 When residential uses would be located in areas with noise levels in excess of 60 dBA CNEL
(either through conversion of use/structure or new construction), the project applicant shall provide noise
barriers around private open space areas, including patios and balconies, as necessary. The height and
density of the barriers shall be sufficient to reduce the exterior noise levels within private open space areas to
a CNEL of 65 dBA or less.

LTS

MM4.8-6 Prior to issuance of building permits, building plans shall specify the STC rating of windows and
doors for all residential land uses. Window and door ratings shall be sufficient to reduce the interior noise
level to a CNEL of 45 dBA or less, and shall be determined by a qualified acoustical consultant as part of the
final engineering design of the project.
MM4.8-7 Each project applicant shall provide proper shielding for all new HVAC systems used by the
proposed residential and mixed use buildings to achieve an attenuation of 15 dBA at 50 feet from the
equipment.
Impact 4.8-3 Operation of the proposed project
would not generate and expose sensitive receptors
on site or off site to excessive groundborne vibration
or groundborne noise levels.

1-30

LTS

No mitigation is required.

LTS

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

Impact 4.8-4 Operation of the Southern California


Regional Rail Authoritys rail line would not generate
and expose sensitive receptors located within the
Transit Zoning Code (SD 84A and SD 84B) area to
excessive groundborne vibration or groundborne
noise levels.

LTS

No mitigation is required.

LTS

Impact 4.8-5 Construction activities associated with


the proposed project would result in a substantial
temporary or periodic increase in ambient noise
levels. However, the projects construction noise
impacts would be temporary, would not occur during
recognized sleep hours, and would be consistent
with the exemption for construction noise that exists
in the Municipal Code.

LTS

No mitigation is required.

LTS

Impact 4.8-6 Operation of the proposed project


would not result in temporary or periodic increases in
ambient noise levels. There would not be a
substantial temporary or periodic increase.

LTS

No mitigation is required

LTS

Impact 4.8-7 Operation of the proposed project


would not generate increased local traffic volumes
that would cause a substantial permanent increase in
ambient noise levels in the project vicinity.

LTS

No mitigation is required.

LTS

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-31

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Impact 4.8-8 Operation of the Southern California


Regional Rail Authoritys (SCRRA) rail line would
potentially expose noise-sensitive land uses located
within the Transit Zoning Code (SD 84A and
SD 84B) area to noise levels that exceed the
standards established by the City of Santa Ana
General Plan.

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

SU

Transit Zoning Code Mitigation Measures

MM4.8-8 The City shall provide a written statement to each applicant for projects located within 400 feet of
the SCRRA tracks that shall be provided for each residential unit and resident, notifying them of potential
noise and vibration issues associated with the railroad tracks, including the following:

Level of
Significance
After
Mitigation

SU

Notice of Disclosure
Each owners [or renters] interest is subject to the fact that trains operate at different times of the day and
night on the railway tracks immediately adjacent to a project site; and that by accepting the conveyance of an
interest [or lease agreement] in that project, owner [or renter] accepts all impacts generated by the trains.
Posting of Notice of Disclosure in each residential unit
Prior to offering the first residential unit for purchase, lease, or rent, the property owner or developer shall
post a copy of the Notice of Disclosure in every unit in a conspicuous location. Also, a copy of the Notice of
Disclosure shall be included in all materials distributed for the Project, including but not limited to: the
prospectus, informational literature, and residential lease and rental agreements.

Impact 4.8-9 Construction activities associated with


the proposed project could generate or expose
persons or structures to excessive groundborne
vibration.

PS

MM4.8-1 through MM4.8-4 would apply to this impact.

SU

Impact 4.9-1 Implementation of the proposed project


would accommodate projected population and
housing growth.

LTS

No mitigation is required.

LTS

Impact 4.9-2 Construction of development projects


pursuant to the Transit Zoning Code (SD 84A and
SD 84B) could displace existing people or housing.
However, this displacement would not necessitate
the construction of additional replacement housing
elsewhere.

LTS

No mitigation is required.

LTS

Population and Housing

1-32

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

Public Services
Impact 4.10-1 Construction of new projects pursuant
to the Transit Zoning Code (SD 84A and SD 84B)
would increase the demand for fire protection
services, but it would not require the construction of
new or physically altered facilities to accommodate
the increased demand or maintain acceptable
response times.

PS

MM4.10-1 Prior to an issuance of a building permit, individual projects in the Transit Zoning Code (SD 84A
and SD 84B) area shall perform a water supply, fire flow test and fire protection system design analysis to
ensure that proposed projects are in accordance to meet standard fire protection design requirements.

LTS

Impact 4.10-2 Operation of the proposed project


would increase the demand for police services,
thereby requiring additional staffing, although it
would not require the construction of new or
physically altered facilities or personnel to
accommodate the increased demand.

PS

MM4.10-2 Any development that would exceed two stories in height shall submit site-specific security plans
to the SAPD for review prior to issuance of a building permit.

LTS

Impact 4.10-3 Construction of new residential units


within the project area would generate new students
that could require the addition of new classroom
facilities, thereby requiring new or physically altered
facilities to accommodate additional students in
Santa Ana Unified School District (SAUSD) schools.

PS

MM4.10-4 Individual project developers shall pay school impact fees prior to the issuance of occupancy
permits.

LTS

Impact 4.10-4 Construction of new residential units


within the project area would generate new library
users that could require the addition of new library
facilities, thereby resulting in the need for new or
physically altered library facilities in order to maintain
acceptable service ratios.

LTS

No mitigation is required.

LTS

Impact 4.10-5 Were all properties identified as


having new development potential to be built out
pursuant to the provisions of the Transit Zoning Code
(SD 84A and SD 84B) these new projects would
generate a need for new or physically altered park
facilities in order to maintain acceptable service
ratios.

LTS

MM4.10-5 Prior to issuance of a building permit for a residential development project, or change of use from
non-residential to residential within the Transit Zoning Code (SD 84A and SD 84B) area, project applicants
shall pay to the City of Santa Ana the Park Acquisition and Development Fee.

LTS

MM4.10-3 No developer within the Transit Zoning Code (SD 84A and SD 84B) boundaries shall utilize a
frequency of 800 MHz, which is reserved for emergency services.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-33

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

Transportation
Impact 4.11-1 Operation of the proposed project
could result in impacts related to neighborhood traffic
in the adjacent residential areas to the Transit Zoning
Code (SD 84A and SD 84B) area.

PS

MM4.11-1 The City of Santa Ana shall, during any roadway improvement within the Transit Zoning Code
boundaries, evaluate, consider, and implement as appropriate the traffic calming measure(s), including but
not limited to the following:

LTS

Curb extensions at local intersections


Short medians at entries to wide streets
Traffic circles at oversized intersections
Speed humps
Turn restrictions

Impact 4.11-2 Long-term cumulative development


pursuant to the implementation of the Transit Zoning
Code would exceed standards established by the
Orange County Transportation Authority within the
study area.

LTS

No mitigation is required.

LTS

Impact 4.11-3 Development projects constructed


pursuant to the standards contained within the
Transit Zoning Code would not result in a change in
air traffic patterns.

LTS

No mitigation is required.

LTS

Impact 4.11-4 Development projects constructed


pursuant to the Transit Zoning Code would not
increase hazards due to a design future or
incompatible uses.

LTS

No mitigation is required.

LTS

Impact 4.11-5 Development projects constructed


pursuant to the Transit Zoning Code could result in
inadequate emergency access.

LTS

No mitigation is required.

LTS

Impact 4.11-6 Long-term cumulative development


under the implementation of the Transit Zoning Code
would not result in inadequate parking capacity.

LTS

No mitigation is required.

LTS

1-34

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Impact 4.11-7 The Transit Zoning Code would not


conflict with adopted policies, plans, or programs
supporting alternative transportation.

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

PS

Transit Zoning Code Mitigation Measures

MM4.11-2 As part of the project, the City of Santa Ana and the project sponsors shall work with the transit
providers to implement various transit-related measures to improve and expand bus system service within
the Transit Zoning Code (SD 84A and SD 84B) area. These measures may include, but are not limited to, the
following:

Level of
Significance
After
Mitigation

LTS

Adding bus stops to the Transit Zoning Code (SD 84A and SD 84B) area along existing roadways
Changing bus service headways to respond to increased demand
Changing bus service destinations to respond to changing demand
Adding local shuttle service for employees and patrons of the Transit Zoning Code (SD 84A and SD 84B)
area
The details of bus service improvements shall be determined in coordination with OCTA. The following
recommendations would help encourage public transit patronage for project-related trips:
Bus Stop LocationsRelocation of existing bus stops and the provision of additional bus stops should
be considered to accommodate transit users at convenient locations.
Days of OperationThe City should work with OCTA to consider changes to route times to serve
nighttime and weekend project visitors and employees.
HeadwayThe City should work with OCTA to review route headways to determine if it would be
appropriate to reduce them to accommodate transit riders within the Transit Zoning Code (SD 84A and
SD 84B) area.
Impact 4.11-8 Long-term cumulative development
under implementation of the Transit Zoning Code
would cause an increase in traffic which is
substantial in relation to the existing traffic load and
capacity of the street system.

PS

MM4.11-3 The City of Santa Ana Public Works Agency shall monitor the traffic signals within the Transit
Zoning Code study area once every five years to ensure that traffic signal timing is optimized.

SU

MM4.11-4 The City of Santa Ana shall institute a program for systematic mitigation of impacts as
development proceeds within the Transit Zoning Code to ensure mitigation of the individual improvements.
The program shall prescribe the method of participation in the mitigation program by individual projects and
guide the timely implementation of the mitigation measures. The program shall include the following
elements:
A funding and improvement program should be established to identify financial resources adequate to
construct all identified mitigation measures in a timely basis.
All properties that redevelop within the Transit Zoning Code should participate in the program on a fair
share per new development trip basis. The fair share should be based upon the total cost of all identified
mitigation measures, divided by the peak hour trip generation increase forecast. This rate per peak hour

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-35

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

trip should be imposed upon the incremental traffic growth for any new development within the Transit
Zoning Code.
The program should raise funds from full development of the Transit Zoning Code to fund all identified
mitigation measures.
The program should monitor phasing development of the Transit Zoning Code and defer or eliminate
improvements if the densities permitted in the Transit Zoning Code are not occurring.
Program phasing should be monitored through preparation of specific project traffic impact studies for
any project that is expected to include more than 100 dwelling units or 100,000 sf of non-residential
development. Traffic impact studies should use traffic generation rates that are deemed to be most
appropriate for the actual development proposed.
Properties within Santa Ana and within one-half mile of the Transit Zoning Code that redevelop to result
in higher traffic generation should also participate in the program to insure equity.
The City may elect to implement appropriate mitigation measures as a condition of approval of the
proposed developments, where appropriate. All or part of the costs of these improvements may be
considered to be a negotiated credit toward the program, however the program must be administered in
a manner that assures that it can fund necessary improvements to maintain adequate level of service at
all intersections within this study. If funding of priority improvements cannot be assured, credit for
construction of lower priority improvements may not be assured or may be postponed until more program
funds are available.
The following mitigation measure would be implemented in conformance with mitigation measure MM4.11-4,
above.
MM4.11-5 Main Street at First StreetInstall a second northbound and southbound left-turn lanes and a
dedicated northbound right-turn lane for 2030 and 2035 conditions.
MM4.11-6 Lacy Street at Santa Ana BoulevardInstall a traffic signal and provide exclusive left-turn lane for
both northbound and southbound directions for both 2030 and 2035 conditions.
MM4.11-7 Lacy Street at First StreetInstall a traffic signal for both 2030 and 2035 conditions, a traffic
signal, and provide exclusive left-turn lane for both northbound and southbound directions for both 2030 and
2035 conditions.
MM4.11-8 Santiago Street at Washington AvenueInstall a traffic signal and provide one exclusive left-turn
lane for both eastbound and westbound traffic for 2035 conditions only.
MM4.11-9 Santiago Street at Civic Center DriveInstall a traffic signal and provide: one exclusive left-turn

1-36

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

lane, one through lane, and one shared through and right-turn lane on northbound and southbound
approaches; and one exclusive left-turn lane and one shared through and right lane on eastbound and
westbound approaches. The improvement is only needed for 2035 conditions.
MM4.11-10 Santiago Street at Santa Ana DriveConstruct a second southbound left-turn lane for 2035
conditions. The improvement is only needed for 2035 conditions.
MM4.11-11 Santiago Street a Fourth StreetInstall a traffic signal. The lane configuration for the signal is
recommended as 1 Left, 1 Through, 1 Through+ Right for all approaches.
MM4.11-12 Standard Street at First StreetConstruct third eastbound and westbound shared through-right
lanes for 2035 conditions. The improvement is only needed for 2035 conditions.
MM4.11-13 Grand Avenue at Santa Ana BoulevardConstruct a third southbound through lane and
eastbound right-turn overlap signal phasing.
MM4.11-14 Grand Avenue at First StreetConstruct a third eastbound shared through/right-turn lane, a third
westbound shared through/right-turn lane, and a third northbound through lane with dedicated northbound
right-turn lane for 2035 conditions. The improvement is only needed for 2035 conditions.
MM4.11-15 Grand Avenue at I-5 Northbound RampsConstruct a second westbound right-turn lane and for
the I-5 northbound off ramp under both 2030 and 2035 conditions.
Impact 4.11-9 Long-term cumulative development
under implementation of the Transit Zoning Code
could result in impacts related to freeway ramps in
the vicinity of the Transit Zoning Code area.

PS

MM4.11-16 I-5 at Santa Ana Blvd.Northbound Off-RampThe City of Santa Ana Department of Public
Works shall coordinate with Caltrans for the installation of a second ramp lane for the I-5 northbound off
ramp. The improvement shall be implemented to mitigate 2035 conditions.

SU

LTS

No mitigation is required.

LTS

Utilities and Service Systems


Impact 4.12-1 Long-term cumulative development
pursuant to the Transit Zoning Code (SD 84A and
SD 84B) would generate an additional demand for
water, but would not require water supplies in excess
of existing entitlements and resources or result in the
need for new or expanded entitlements.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-37

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

Impact 4.12-2 Long-term cumulative development


pursuant to the Transit Zoning Code (SD 84A and
SD 84B) would not require or result in the
construction of new or expanded water treatment
facilities, the construction of which could cause
significant environmental effects.

LTS

No mitigation is required.

LTS

Impact 4.12-3 Long-term cumulative development


pursuant to the Transit Zoning Code (SD 84A and
SD 84B) would not exceed wastewater treatment
requirements of the Orange County Sanitation
District.

LTS

No mitigation is required.

LTS

Impact 4.12-4 Long-term cumulative pursuant to the


Transit Zoning Code (SD 84A and SD 84B) could
require the construction of new or expanded
wastewater conveyance systems, the construction of
which would not cause significant environmental
effects.

PS

MM4.12-2 Individual project applicants shall prepare site-specific sewer evaluations, including flow
monitoring and modeling, during the project design to determine the adequacy of the existing sewer pipe
capacity in the affected project area lines. The evaluation shall be submitted to the City of Santa Ana or
OCSD, as appropriate, for review and approval prior to issuance of building permits. Any recommendations
made in the site-specific sewer evaluations shall be incorporated into the design of each individual project.

LTS

Impact 4.12-5 Long-term cumulative development


pursuant to the Transit Zoning Code (SD 84A and
SD 84B) would not increase wastewater generation
such that treatment facilities would be inadequate to
serve the projects projected demand in addition to
the providers existing commitments.

LTS

No mitigation is required.

LTS

Impact 4.12-6 Long-term cumulative development


pursuant to the Transit Zoning Code would not
generate solid waste that exceeds the permitted
capacity of landfills serving the area.

LTS

No mitigation is required.

LTS

Impact 4.12-7 Long-term cumulative development


under the implementation of the Transit Zoning Code
(SD 84A and SD 84B) would comply with all
applicable federal, state, and local statutes and
regulations related to solid waste.

LTS

No mitigation is required.

LTS

1-38

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Impact 4.12-8 Long-term cumulative development


pursuant to the Transit Zoning Code (SD 84A and
SD 84B) could increase the demand for electricity
and gas, but would not require or result in the
construction of new energy production or
transmission facilities.

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

PS

Transit Zoning Code Mitigation Measures

MM4.12-3 Individual non-residential project applicants are encouraged to apply for Southern California
Edisons Savings By Design program. The program is aimed at generating an overall reduction in energy
use through design methods and incentive programs by maintaining a 15% or greater exceedance of
Title 24.

Level of
Significance
After
Mitigation

LTS

MM4.12-4 Individual development projects within the boundaries of the Transit Zoning Code (SD 84A and
SD 84B) shall implement energy conservation measures (such as energy-efficient lighting and
microprocessor controlled HVAC equipment) to reduce the demand for electricity and natural gas as part of
the project design. The energy conservation measures shall be subject to modification as new technologies
are developed, or if current technology becomes obsolete, through replacement and shall be reviewed by the
Planning and Building Agency prior to issuance of a building permit.

Climate Change
Impact 4.13-1 Long-term cumulative development
pursuant to the Transit Zoning Code at full build-out
would result in significant localized air quality impacts
for operational level emissions. As a whole, this
impact is significant for operational emissions due to
the size of the Transit Zoning Code (SD 84A and
SD 84B) area.

PS

MM4.13-1 All diesel fueled construction equipment shall be classified EPA Tier II or better emission
efficiencies.

SU

MM4.13-2 All construction equipment shall be shut off when not in use and shall not idle for more than five
minutes, unless actively engaged in construction activities.
MM4.13-3 Queuing of trucks on- and offsite shall be limited to periods when absolutely necessitated by
grading or construction activities.
MM4.13-4 All on-road construction trucks and other vehicles greater than 10,000 pounds shall be shut off
when not in use and shall not idle for more than 5 minutes.
MM4.13-5 To the extent feasible, all diesel- and gasoline-powered construction equipment shall be replaced
with equivalent electric equipment.
MM4.13-6 Project plans and specifications shall include policies and procedures for the reuse and recycling
of construction and demolition waste (including, but not limited to, soil, vegetation, concrete, lumber, metal,
and cardboard).
MM4.13-7 Project plans and specifications shall include education for construction workers about reducing
waste and using available recycling services.
MM4.13-8 Prior to issuance of a building permit, the applicant shall demonstrate that the design of the
proposed buildings or structures meets or exceeds the most recent Title 24 requirements (Title 24, Part 6 of
the California Code of Regulations; Energy Efficiency Standards for Residential and Non Residential
Buildings; Cool Roof Coatings performance standards), subject to review by the City Building Official.
Documentation of compliance with this measure shall be provided to the Planning and Building Agency and

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-39

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

Building Official for review and approval prior to issuance of the permit. Installation of the identified design
features or equipment will be confirmed by the City Building Official prior to certificate of occupancy. The
following design features should be considered by the applicant as a way to achieve Title 24 compliance in
excess of the minimum requirement:
Increase in insulation such that heat transfer and thermal bridging is minimized
Limit air leakage through the structure or within the heating and cooling distribution system to minimize
energy consumption
Incorporate dual-paned or other energy efficient windows
Incorporate energy efficient space heating and cooling equipment
Incorporate energy efficient light fixtures
Incorporate energy efficient appliances
Incorporate energy efficient domestic hot water systems
Incorporate solar panels into the electrical system
Incorporate cool roofs/light-colored roofing
Or other measures that will increase the energy efficiency of building envelope in a manner that when
combined with the other options listed above exceeds current Title 24 Standards (Title 24, Part 6 of the
California Code of Regulations; Energy Efficiency Standards for Residential and Non Residential
Buildings, as amended September 11, 2008; Cool Roof Coatings performance standards as amended
September 11, 2006) by a minimum of 20 percent
MM4.13-9 Prior to issuance of a building permit, applicants for individual projects shall provide a landscape
plan that includes shade trees around main buildings, particularly along southern elevations where practical,
and will not interfere with loading dock locations or other operational constraints. Documentation of
compliance with this measure shall be provided to the Planning and Building Agency for review and approval.
MM4.13-10 All showerheads, lavatory faucets, and sink faucets within the residential units, and where
feasible within non-residential developments, shall comply with the California Energy Conservation flow rate
standards.
MM4.13-11 Low-flush toilets shall be installed within all Congregate Care units as specified in California
State Health and Safety Code Section 17921.3.
MM4.13-12 Project designers should consider design features to incorporate light-colored roofing materials

1-40

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

that will deflect heat away from the building and conserve energy.
MM4.13-13 Landscape designers shall ensure that landscaping of common areas for Industrial/Commercial
projects uses drought-tolerant and smog-tolerant trees, shrubs, and groundcover to ensure long-term viability
and conserve water and energy.
MM4.13-14 Landscape designers shall ensure that the landscape plan for Industrial/Commercial projects
includes drought resistant trees, shrubs, and groundcover within the parking lot and perimeter.
MM4.13-15 Individual project applicants shall ensure that designs for Industrial/Commercial projects include
all illumination elements to have controls to allow selective use as an energy conservation measure.
MM4.13-16 The applicant for Industrial/Commercial projects should promote ride sharing programs such as,
but not necessarily including, publishing ride sharing information for all of the tenants, designating a certain
percentage of parking spaces for ride sharing vehicles, designating adequate passenger loading and
unloading and waiting areas for ride sharing vehicles, and providing a website or message board for
coordinating rides. Prior to issuance of a building permit, the applicant shall demonstrate that measures have
been included to provide adequate bicycle parking near building entrances to promote cyclist safety, security,
and convenience pursuant to SAMC Chapter 41 regarding bicycle parking standards and Chapter 16 of the
Santa Ana Citywide Design Guidelines regarding Bikeway Support Facilities Guidelines . Documentation of
compliance with this measure shall be provided to the City Building Official for review and approval.
Installation of the identified design features or equipment will be confirmed by the City Building Official prior
to issuance of certificate of occupancy.
MM4.13-17 Prior to issuance of any certificate of occupancy, the applicant shall demonstrate that all Multifamily/Industrial/Commercial projects interior building lighting supports the use of compact fluorescent light
bulbs or equivalently efficient lighting to the satisfaction of the Building Official.
MM4.13-18 Applicants for Multi-family/Industrial/Commercial projects shall consider providing preferential
parking spaces for ultra-low emission vehicles and alternative fueled vehicles to encourage the use of
alternative fuels and ultra-low emission vehicles.
MM4.13-19 Prior to issuance of a building permit, the applicant shall demonstrate that the proposed Multifamily/ Industrial/Commercial uses building or structure designs incorporate exterior storage areas for
recyclables and green waste and adequate recycling containers located in public/common areas pursuant to
the adopted standards. Documentation of compliance with this measure shall be provided to the Planning
and Building Agency for review and approval. Installation of the identified design features or equipment will
be confirmed by the City Building Official prior to issuance of certificate of occupancy.
MM4.13-20 All common area irrigation areas for Multi-family/Industrial/Commercial projects shall consider

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1-41

Chapter 1 Executive Summary

Table ES-2

Impact(s)

Summary of Environmental Effects and Mitigation Measures


Level of
Significance
Prior to
Mitigation

Transit Zoning Code Mitigation Measures

Level of
Significance
After
Mitigation

systems that are capable of being operated by a computerized irrigation system which includes an onsite
weather station/ET gage capable of reading current weather data and making automatic adjustments to
independent run times for each irrigation valve based on changes in temperature, solar radiation, relative
humidity, rain, and wind. In addition, the computerized irrigation system shall also consider the ability to be
equipped with flow-sensing capabilities, thus automatically shutting down the irrigation system in the event of
a mainline break or broken head. These features will assist in conserving water, eliminating the potential of
slope failure due to mainline breaks, and eliminating over-watering and flooding due to pipe and/or head
breaks.
MM4.13-21 Consideration of installation of solar roofs on homes and businesses to offset the increasing
demand for energy and natural gas.
MM4.13-22 Project applicants shall, where feasible, incorporate passive solar design features into the
buildings, which may include roof overhangs or canopies that block summer shade, but that allow winter sun,
from penetrating south facing windows.
MM4.13-23 Use Energy Efficient Roofing Materials. All roofing materials used in commercial/retail buildings
at the Mixed-Use Retail Development shall be Energy Star certified. All roof products shall also be certified
to meet American Society for Testing and Materials (ASTM) high emissivity requirements.
MM4.13-24 All commercial/industrial projects shall, where feasible, include up to 10% renewable energy
sources within the project.
Impact 4.13-2 Long-term cumulative development
pursuant to the Transit Zoning Code at full build-out
has the potential to conflict with AB 32. The Project
as a whole is significant for operational emissions
due to the size of the Transit Zoning Code (SD 84A
and SD 84B) area.

1-42

PS

No feasible mitigation is available.

SU

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

First page header

CHAPTER 2

Introduction

This Environmental Impact Report (EIR) assesses the potential environmental effects of the proposed
Transit Zoning Code (SD 84A and SD 84B), hereafter known as the project or the Transit Zoning
Code, within the City of Santa Ana. The Transit Zoning Code would require an amendment of the
existing General Plan. As required by the California Environmental Quality Act (CEQA), this EIR
(1) assesses the expected individual and cumulative impacts of the Transit Zoning Code (2) identifies
means of avoiding or minimizing potential adverse environmental impacts; and (3) evaluates a reasonable
range of alternatives to the proposed project, including the No Project Alternative.

2.1

BACKGROUND

According to the California Department of Finance, the City of Santa Ana is the most populous city in
Orange County and the 9th most populous city in the California with a 2009 population estimate of
355,662 residents. In addition, the City has the highest persons per household (pph) ratio (4.7 pph) in the
County. The City has experienced an average 0.73 percent growth in population since 2000, and
experienced 1.2 percent growth from 2008 to 2009.
The properties contained within the Transit Zoning Code area are improved with some exceptions, with
primarily one- and two-story buildings and large areas of surface parking lots. Due in part to the large
scale of the Transit Zoning Code area (450 acres), the properties are zoned for a mix of uses, ranging
from single-family residential to commercial/retail to light fabrication. The Transit Zoning Code would
provide zoning for the integration of new infill development into existing neighborhoods, allow for the
reuse of existing structures, provide for a range of housing options, including affordable housing, and
provide a transit-supportive, pedestrian-oriented development framework to support the addition of new
transit infrastructure.

2.2

PURPOSE OF THE EIR

The City of Santa Ana has prepared this EIR for the following purposes:
To satisfy the requirements of CEQA
To inform the general public, the local community, and responsible and interested public agencies,
of the scope of the Transit Zoning Code, its potential environmental effects, possible measures to
mitigate those effects, and alternatives to the Transit Zoning Code
To serve as the required CEQA document for the proposed developers project
To enable the City to consider environmental consequences when deciding whether to adopt the
Transit Zoning Code
To provide a basis for the preparation of subsequent environmental documentation for future
development within the Transit Zoning Code area

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

2-1

Chapter 2 Introduction

To serve as a source document for responsible agencies to issue permits and approvals, as
required, for specific development that occurs during the Citys planning horizon
This EIR has been prepared in accordance with CEQA, the CEQA Guidelines, and City procedures for
implementing CEQA. The determination that the City is the lead agency is made in accordance with
Sections 15051 and 15367 of the CEQA Guidelines, which define the lead agency as the public agency
that has the principal responsibility for carrying out or approving a project.

2.3

TYPE OF EIR

The Transit Zoning Code will guide the physical development of a portion of the City that is located
generally in the area west of Interstate 5, south of Civic Center Drive, east of Flower Street, and west of
Grand Avenue and north of First Street. It is not an implementation plan, and adoption of the Transit
Zoning Code does not constitute a commitment to any specific project, (with the exception of the
redevelopment of the forty-nine Agency parcels), construction schedule, or funding priority. Thus, the
EIR will analyze these future actions at a programmatic level. Each future development proposal
undertaken within the Transit Zoning Code must be approved individually by the City, as appropriate, in
compliance with CEQA.
Also analyzed in this EIR is the demolition of approximately 30,000 square feet of existing structures and
the construction of 220 affordable residential units and a 10,000 square foot community center. These
actions and their potential to affect the environment shall be analyzed at a project-level.

2.4

EIR REVIEW PROCESS

Initially, the Initial Study/Notice of Preparation (IS/NOP) of the EIR was circulated for a 30-day public
review period from July 20, 2006, to August 22, 2006. A Community Information and EIR Scoping
Meeting for the proposed project was also held on August 10, 2006, at Train Depot in Santa Ana at 1000
East Santa Ana Boulevard. Comments, both written and verbal, that were received during the public
review period were incorporated into the analysis of this EIR. A comprehensive list of all agencies,
organizations, and individuals who commented in response to the IS/NOP and the scoping meeting is
provided in Appendix A.
However, the proposed project was placed on hold in 2007 in order to better respond to community
input and detailed project information. Due to the length of time that the project was dormant, the City
held two community information meetings on January 14 and January 21, 2010. Comments from both
scoping meetings, as well as those received via mail or email, are included in this EIR.
This Draft EIR for the Transit Zoning Code was issued on February 2, 2010, and is currently circulating
for public review and comment for a 45-day period scheduled to end on March 19, 2010. Although not
required by CEQA or the CEQA Guidelines, a Public Meeting for the EIR to discuss and take public
comment regarding the proposed project is scheduled for February 22, 2010, at 5:30 P.M. at the Santa
Ana City Hall Council Chambers (22 Civic Center Plaza in Santa Ana). In addition, the Draft EIR will be
available at the following library:

2-2

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 2 Introduction

Santa Ana Public Library


26 Civic Center Plaza
Santa Ana, California
This Draft EIR will also be available for review at the Planning and Building Agency located at 20 Civic
Center Plaza (first floor, public counter) from 8:00 A.M. to 5:00 P.M., Monday through Friday. The Draft
EIR is also available for review on the Citys website at www.santa-ana.org.
Written comments on the EIR may be provided by e-mail, submitted to llinnaus@santa-ana.org, or may
be sent via U.S. mail or FAX and addressed to:
Ms. Lucy Linnaus, Associate Planner
City of Santa Ana
20 Civic Center Plaza
Santa Ana, CA 92702
Fax: (714) 973-1461
Following the public hearing and after the close of the written public comment period on the Draft EIR,
responses to written and recorded comments will be prepared and published. The Final EIR, which will
consist of the Draft EIR, comments on the Draft EIR, written responses to those comments, and the
Mitigation Monitoring and Reporting Program (MMRP), will be considered for certification by the City
Council, consistent with Section 15090 of the CEQA Guidelines. The City Council must consider the
Final EIR prior to any decision to approve or reject the proposed project, and the Transit Zoning Code
can only be approved if the Transit Zoning code EIR is certified. If the Transit Zoning Code EIR is
certified and the Transit Zoning Code is approved, written findings will be prepared for each significant
adverse environmental effect identified in the Final EIR, as required by Section 15091 of the CEQA
Guidelines. The City must also adopt the MMRP to ensure compliance with mitigation measures that
have been incorporated into the project to reduce or avoid significant effects on the environment during
project construction and/or implementation.
Where feasible mitigations are not available to reduce significant environmental impacts to a less-thansignificant level, impacts are considered significant and unavoidable. If the City Council approves a
project that has significant and unavoidable impacts, the City shall also state in writing the specific
reasons for approving the project, based on the Final EIR and any other information in the public
record. This is called a Statement of Overriding Considerations and is used to explain the specific
reasons that the benefits of a proposed project make its unavoidable environmental effects acceptable.
The Statement of Overriding Considerations is adopted at the time the Final EIR is certified, and before
action to approve the project has been taken.

2.5

INTENDED USES OF THE EIR

As previously discussed, this EIR will be used by the City to evaluate the environmental impacts of its
decision with respect to approval or denial of the Transit Zoning Code and the associated projects and
actions described in the Project Description. In the event that the Transit Zoning Code EIR is approved,

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

2-3

Chapter 2 Introduction

this EIR will be used to tier subsequent environmental analysis for future development included within
the Transit Zoning Code boundaries, as allowed by Section 15152 of the CEQA Guidelines.
Under CEQA, other public agencies that have discretionary authority over the project, or aspects of the
project, are considered responsible agencies. The responsible agencies for the Transit Zoning Code
include, but are not necessarily limited to, the State Water Resources Control Board, Regional Water
Quality Control Board, South Coast Air Quality Management District, Caltrans, the Airport Land Use
Commission, Orange County Sanitation District, Santa Ana Unified School District, and the Southern
California Association of Governments. This document can be used by the responsible agencies to
comply with CEQA in connection with permitting or approval authority over the project. The City
prepared this EIR to address all State, regional, and local government approvals needed for construction
and/or operation of the project, whether or not such actions are known or are explicitly listed in this
EIR. Examples of the anticipated approvals required to implement the Transit Zoning Code EIR include
the following:

City of Santa Ana

Certification of the EIR


Adoption of Statement of Overriding Considerations
Adoption of Findings of Fact
Adoption of Mitigation Monitoring and Reporting Program
Adoption of the Transit Zoning Code
Approval of Specific Development 84A and Specific Development 84B.
General Plan Amendment (GPA)to allow the implementation of the Industrial Overlay (IO)
Zone on properties within the Transit Zoning Code that are currently zoned M1 and M2 and to
expand District Center area.
Amendments to Santa Ana Municipal Code
Zoning Map Amendment (ZMA)to change the zoning map to reflect the Transit Zoning Code.
Approval of Water Supply Assessment (WSA)
Site Plan Approval of Related Companys development project
Agreement to Develop Agency/Authority owned property (DDA)with Related Company
Designation of Park and Community Facilities, including park site, tot lot, and community center
Relocation plan for tenants of acquired property (if any)
Demolition and/or relocation of structures on acquired property

Regional Water Quality Control Board/State Water Resources Control Board


National Pollutant Discharge Elimination System General Construction Permit (for individual
construction projects of a particular size or projects that result in point source discharges)

South Coast Air Quality Management District


Permits to Construct and/or Permits to Operate (for any new or relocated stationary sources of
equipment that emit or control air contaminants, such as heating, ventilation, and air conditioning
[HVAC] units)

2-4

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 2 Introduction

Caltrans
Encroachment Permits (for individual projects requiring work within State or City rights-of-way)

Airport Land Use Commission for Orange County


Notice of Proposed Construction or Alteration (FAA Form 7460-1) for any structure over 200 feet
above ground level
Approval of the Specific Developments, Zoning Code amendments, and General Plan amendment
for the proposed project per Public Utilities Code Section 21676(b) and the AELUP

2.6

EIR FORMAT AND CONTENTS

The EIR describes the existing environmental conditions on and in the vicinity of the Transit Zoning
Code, analyzes potential project-related impacts on environmental resources, identifies mitigation
measures and existing City programs, practices, and procedures that could avoid or reduce the magnitude
of project-related impacts, and provides an evaluation of a reasonable range of alternatives to the
proposed project that could eliminate, reduce, or avoid identified project impacts while attaining most of
the basic project objectives. In addition to project-related impacts, this EIR also provides an evaluation
of cumulative impacts that would be caused by the project in combination with other future projects or
growth that could occur in the region. In this fashion, the cumulative impact analysis considers the
additive effect of future projects, including the Transit Zoning Code. As required by Section 15126.2(d)
of the CEQA Guidelines, this EIR also provides an analysis of growth-inducing impacts, which are
defined as environmental impacts that could result in additional growth by the proposed project by
either removing an obstacle to development or by generating substantial increased growth of the local or
regional economy.
The contents of Transit Zoning Code EIR include the following:
Chapter 1: Executive SummaryThis section includes a brief synopsis of the proposed project
and project objectives, community/agency issues, a description of the Mitigation Monitoring and
Reporting Program, and an overview of project alternatives. This section also summarizes
environmental impacts that would result from implementation of the proposed project; proposed
mitigation measures and/or City programs, practices, and procedures that would avoid or reduce
project-related impacts; and the level of significance of impacts both before and after mitigation.
Chapter 2: IntroductionThis section provides an overview of the background of the Transit
Zoning Code , the purpose of the EIR, the type of EIR, the EIR review process, the intended uses
of the EIR, and an overview of the format and contents of the EIR.
Chapter 3: Project DescriptionThis section provides a detailed description of the proposed
project, including its location, background information, objectives, and technical characteristics.
Chapter 4: Environmental Setting, Impacts, and Mitigation MeasuresThis section
contains an analysis of environmental impacts for each environmental issue area. Each
environmental issue area contains a description of the environmental setting (or existing
conditions), identifies project-related and cumulative impacts, describes existing City programs,
practices, and procedures that address those impacts, and recommends feasible mitigation

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

2-5

Chapter 2 Introduction

measures that would avoid or minimize significant environmental impacts. The Introduction to
the Environmental Analysis, at the beginning of the chapter, provides an overview of the scope
and format of the environmental analysis, including a description of the baseline for analytical
purposes.
Chapter 5: AlternativesThis section describes alternatives to the proposed project that would
feasibly attain most of the basic objectives of the project while avoiding or substantially lessening
any of its significant effects. The analysis evaluates the environmental effects that would result
from implementation of each of the alternatives and compares these effects to the effects that
would result from implementation of the proposed project.
Chapter 6: Other CEQA ConsiderationsThis section summarizes impacts that would result
from the proposed project, including significant environmental effects, significant and unavoidable
environmental effects, irreversible changes to the environment, and growth-inducing impacts.
Chapter 7: Report PreparersThis section identifies the individuals (City and consultants)
involved in the preparation of the EIR.

2.7

LIST OF ABBREVIATIONS

The following comprehensive list of abbreviations is provided to clarify references used in this EIR.
Table 2-1

List of Abbreviations

Abbreviation

2-6

Definition

AB

Assembly Bill

ADT

average daily trips

AEA

Atomic Energy Act

AELUP

Airport Environs Land Use Plan

AFY

acre feet per year

ALUC

Airport Land Use Commission

ANSI

American National Standards Institute

AQMP

Air Quality Management Plan

ARB

California Air Resources Board

AT&SF

Atchison, Topeka & Santa Fe

ATCS

adaptive traffic control system

ATSAC

Automated Traffic Surveillance and Control

AVR

average vehicle ridership

BACT

best available control technology

BMP

best management practices

BSIP

bus service implementation plan

BTU

British thermal units

CA FID

California Facility Index Database

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 2 Introduction

Table 2-1

List of Abbreviations

Cal/OSHA

California Occupational Safety and Health Administration

CalARP

California Accidental Release Prevention Program

Caltrans

California Department of Transportation

CAPCOA

California Air Pollution Control Officers Association

CAR

Commuter Assistance-Ridesharing

CASQA

California Stormwater Quality Association

CBC

California Building Code

CC&R

covenants, conditions, and restrictions

CCR

California Code of Regulations

CDFG

California Department of Fish and Game

CDMG

California Department of Conservation, Division of Mines and Geology

CEC

California Energy Commission

CEQA

California Environmental Quality Act

CERCLA

Comprehensive Environmental Response, Compensation, and Liability Act

CESA

California Endangered Species Act

CF

cubic feet

CFR

Code of Federal Regulations

CGS

California Geological Survey

CHL

California Historical Landmarks

CHP

California Highway Patrol

CHRIS

California Historic Resources Information System

CIWMB

California Integrated Waste Management Board

CMA

Congestion Management Agency

CMA

critical movement analysis

CMP

Congestion Management Plan

CNDDB

California Natural Diversity Database

CNEL

community noise equivalent level

CNG

compressed natural gas

CNPS

California Native Plant Society

CO

carbon monoxide

COHb

carboxyhemoglobin

CPA

Community Planning Area

CPTED

Crime Prevention Through Environmental Design

CPUC

California Public Utilities Commission

CR

California Register of Historical Places

CRHR

California Register of Historic Resources

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

2-7

Chapter 2 Introduction

Table 2-1

2-8

List of Abbreviations

CSO

community service officer

CSWMP

Comprehensive Stormwater Management Program

CUPA

Certified Unified Program Agency

CWA

Clean Water Act

D/C

demand/capacity

DAMP

Drainage Area Master Plan

dB

decibels

dBA

A-weighted decibels

DFG

Department of Fish and Game

DHS

California Department of Health Services

DIRT

Disaster Initial Response Team

DOF

Department of Finance

DOT

Department of Transportation

DTSC

California Department of Toxic Substances Control

DTSC

Department of Toxic Substances

DU

dwelling unit

EDD

Employment Development Department

EDR

Environmental Data Resources

EH&S

Environment, Health and Safety

EIR

Environmental Impact Report

EMI

emissions data inventory

EMS

Emergency Medical Services

EMT

Emergency Medical Technicians

EPA

Environmental Protection Agency

ERNS

Emergency Response Notification System

ESA

Endangered Species Act

ESB

Emergency Services Building

EV

electric vehicle

FAA

Federal Aviation Administration

FAR

floor area ratio

FEMA

Federal Emergency Management Agency

FESA

Federal Endangered Species Act

FHWA

Federal Highway Administration

FHWA-RD-77-108

Federal Highway Prediction Model

FICUN

Federal Interagency Committee on Urban Noise

FINDS

Facility Index Systems

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 2 Introduction

Table 2-1

List of Abbreviations

FIRM

Flood Insurance Rate Map

FRA

Federal Railroad Administration

ft3

cubic feet

FTA

Federal Transit Administration

FTE

full-time equivalent

gfa

gross floor area

gpd

gallons per day

GRS

Groundwater Replenishment System

gsf

gross square feet

H2S

hydrogen sulfide

HCM

Highway Capacity Manual

HCP

Habitat Conservation Plan

HI

hazard index

HIST UST

Historical Underground Storage Tank Database

HOV

high occupancy vehicle

HRA

Health Risk Assessment

HRC

Historic Resources Commission

HRI

Historical Resources Inventory

HS

Highway System

HSC

Health and Safety Code

HSWA

Hazardous and Solid Waste Amendment Act

HTP

Hyperion Treatment Plant

HUD

United States Department of Housing and Urban Development

HVAC

heating, ventilation, and air conditioning

HWCL

Hazardous Waste Control Law

ICU

intersection capacity utilization

IRP

Integrated Resources Plan

IS

initial study

IWMD

Industrial Waste Management Division

JPA

Joint Powers Authorities

JWA

John Wayne Airport

Km

kilometers

KSF

1,000 square feet

kWh

kilowatt-hour

Ldn

day/night average noise level

Leq

equivalent energy noise level

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

2-9

Chapter 2 Introduction

Table 2-1

2-10

List of Abbreviations

LIP

Local Implementation Plan

LLRW

low-level radioactive waste

Lmax

maximum instantaneous noise level

Lmin

minimum instantaneous noise level

LNG

liquid natural gas

LOS

level of service

LTS

Less Than Significant

LUST

leaking underground storage tanks

magnitude

MBTA

Migratory Bird Treaty Act

MCE

maximum credible earthquake

MDA

major development areas

MDU

multiple dwelling unit

MEI

maximally exposed individual

MEP

maximum extent practicable

mgd

million gallons per day

MM

mitigation measure

MMP

Mitigation Monitoring Program

MMRP

Mitigation Monitoring and Reporting Program

MOU

Memorandum of Understanding

MS4s

municipal separate storm sewer systems

MSDS

material safety data sheets

MTBE

methyl tertiary-butyl ether

Mw

moment magnitude

MWD

Metropolitan Water District

NAHC

Native American Heritage Commission

NCCP

Natural Community Conservation Plan

NO2

nitrogen dioxide

NOI

Notice of Intent

NOP

Notice of Preparation

NOX

nitrogen oxides

NPDES

National Pollutant Discharge Elimination System

NRHP

National Register of Historical Places

NTSB

National Transportation Safety Board

O3

ozone

OCCOG

Orange County Council of Governments

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 2 Introduction

Table 2-1

List of Abbreviations

OCFCD

Orange County Flood Control District

OCIWMD

Orange County Integrated Waste Management Department

OCSD

Orange County Sanitation District

OCTA

Orange County Transportation Authority

OCWD

Orange County Water District

OEHHA

Office of Environmental Health Hazard Assessment

OES

Office of Emergency Services

PAO

Professional and Administrative Office

Pb

lead

PCB

polychlorinated biphenyls

PHI

Points of Historical Interest

PM10

particulate matter 10 microns in size or less in diameter

PM2.5

particulate matter 2.5 microns in size or less in diameter

pph

persons per household

PPM

parts per million

PRC

Public Resources Code

PS

Potentially Significant

psi

pounds per square inch

PUC

Public Utilities Commission

RCPG

Regional Comprehensive Plan and Guide

RCRA

Resources Conservation Recovery Act

RD

reporting district

RHNA

Regional Housing Needs Assessment

RMP

Risk Management Plan

RTP

Regional Transportation Plan

RWQCB

Regional Water Quality Control Board

SAFD

Santa Ana Fire Department

SAPD

Santa Ana Police Department

SARA

Superfund Amendments and Reauthorization Act

SARB

Santa Ana River Basin

SARHP

Santa Ana Register of Historical Properties

SARTC

Santa Ana Regional Transportation Center

SAUSD

Santa Ana Unified School District

SAZC

Santa Ana Zoning Code

SB

Senate Bill

SCAG

Southern California Association of Governments

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

2-11

Chapter 2 Introduction

Table 2-1

2-12

List of Abbreviations

SCAQMD

South Coast Air Quality Management District

SCCIC

South Central Coastal Information Center

SCE

Southern California Edison

SCGC

Southern California Gas Company

SCH

State Clearinghouse

SCRRA

Southern California Regional Rail Authority

SDWA

Safe Drinking Water Act

sf

square feet

SHPO

State Historic Preservation Office

SIP

State Implementation Plan

SO2

sulfur dioxide

SO4

sulfates

SOX

sulfur oxides

SPRR

Southern Pacific Rail Road

SQG

small quantity generator

SRA

source receptor area

SRRE

Source Reduction and Recycling Element

STC

Sound Transmission Class

STIP

Statewide Transportation Improvement Plan

SU

Significant and Unavoidable

SUSMP

Standard Urban Stormwater Mitigation Plan

SWEEPS

Statewide Environmental Evaluation and Planning System

SWPPP

Stormwater Pollution Prevention Plan

SWRCB

State Water Resources Control Board

TAC

toxic air contaminants

TDM

Transportation Demand Management

TDS

total dissolved solids

TES

thermal energy storage system

THS

Tustin Historical Survey

TIA

Traffic Impact Analysis

TSA

Transportation Systems Analysis

UBC

Uniform Building Code

URBEMIS

Urban Emissions Model

USACE

United States Army Corps of Engineers

USDHHS

Unites States Department of Health and Human Services

USDOT

United States Department of Transportation

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 2 Introduction

Table 2-1

List of Abbreviations

USEPA

United States Environmental Protection Agency

USFWS

United States Fish and Wildlife Service

USGS

United States Geological Survey

USSC

United States Supreme Court

UST

underground storage tanks

USTP

Underground Storage Tank Program

UWMP

Urban Water Management Plan

g/m3

micrograms per cubic meter

V/C

volume/capacity

VdB

vibration decibels

VMT

vehicle miles traveled

VOC

volatile organic compounds

VPR

vehicles per hour

WDR

waste discharge requirements

WQCP

Water Quality Control Plan

WQMP

Water Quality Management Plan

WRCC

Western Regional Climatic Center

WSA

Water Supply Assessment

ZOA

zone of analysis

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

2-13

First page header

CHAPTER 3

Project Description

A Specific Development (SD) is a planning tool that allows for zoning and development standards to be
tailored to the unique conditions of a particular site or area. The purpose of the Transit Zoning Code
(SD 84A and SD 84B) (hereafter known as the project or Transit Zoning Code) is to provide zoning
for the integration of new infill development into existing neighborhoods, to allow for the reuse of
existing structures, to provide for a range of housing options, including affordable housing, and to
provide a transit-supportive, pedestrian-oriented development framework to support the addition of new
transit infrastructure.
This Environmental Impact Report (EIR) has been prepared in compliance with the requirements of the
California Environmental Quality Act (CEQA) to address the potential environmental impacts resulting
from the adoption of the Transit Zoning Code. This EIR contains program level environmental analysis
of the proposed project as allowed by Section 15168 of the CEQA Guidelines.

3.1

EXISTING CONDITIONS

The project is located in the central urban core of Santa Ana and comprises over 100 blocks and
450 acres, approximately 10 miles from the Pacific Ocean, as shown in Figure 3-1 (Regional Location
Map). The proposed project is generally bounded by First Street, Flower Street, Civic Center Drive,
Grand Avenue, and Interstate 5 (I-5). More specifically, the proposed project is located in the area west
of I-5, north of First Street, and between Grand Avenue and Flower Street and south of Civic Center
Drive in the City of Santa Ana in Orange County, California.

3.1.1

Existing General Plan Land Use Designations

The existing General Plan land use designations for the proposed project location consist of a wide range
of civic, commercial, industrial, and residential land uses, including: LR-7, MR-15, R/I-15, GC, IND,
INS, OD, DC, and PAO. Figure 3-2 (Existing Land Use) displays the current General Plan land use
designations for the proposed project location.

3.1.2

Existing Zoning Designations

The existing zoning for the proposed project location varies widely, and includes GC, O, C1, C2, C3,
C3-A, C4, C5, P, R1, R2, R3, M1, M2, SD19, SD21, SD30, SD37, and SD71. Figure 3-3 (Existing
Zoning) shows the existing zoning in the proposed project location.
The development standards contained within the Zoning Ordinance and the various existing zoning
designations were established to assure adequate levels of light, air, and density of development, to
maintain and enhance locally recognized values of community appearance, and to promote the safe and

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

3-1

PROJECT
SITE

LEGEND
Transit Zoning Code Boundary
Santa Ana City Limits
NORTH
NOT TO SCALE

Source: Microsoft Trips and Streets, basemap, 2006; PBS&J, 2010.

01101 | JCS | 10

FIGURE 3-1

Regional Location Map


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Transit Zoning Code Boundary

NORTH
NOT TO SCALE

Source: City of Santa Ana GIS, January 8, 2010.

01101 | JCS | 10

FIGURE 3-2

Existing Land Use


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

NORTH
Transit Zoning Code Boundary

NOT TO SCALE

Source: City of Santa Ana GIS, January 8, 2010.

01101 | JCS | 10

FIGURE 3-3

Existing Zoning
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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 3 Project Description

efficient circulation of pedestrian and vehicular traffic. Development standards in the Zoning Ordinance
further the goals and objectives of the comprehensive General Plan and are found to be necessary for the
preservation of the community health, safety, and general welfare. The following are some types of uses
allowed in the specified zoning designations for the proposed project location:
Community Commercial (C1)Retail and service uses, professional, administrative and business
offices, parking lots and structures, automobile sales, churches, theaters, hospitals, gymnasiums, golf
courses, and schools.
General Commercial (C2)All uses under a C1 Zone as well as automotive garages, equipment
rental yards for light machinery, metal shops, wholesale establishments, research institutions, and
laboratories.
Central Business (C3)All of the uses under a C2 Zone except that service stations, automobile
service, and automobile repair are non-permitted uses.
Central Business-Artists Village (C3-A)Retail and service uses, professional, administrative
and business uses, automotive parking lots and parking structures, theaters, restaurants, fine arts
studios and/or galleries, printing, lithography and calligraphy facilities, photography studios, and
live-work communities, subject to an approved conditional use permit.
Planned Shopping Center (C4)All uses permitted in the C1 Zone as well as adult
entertainment businesses with various specified regulations.
Arterial Commercial (C5)Administrative and professional offices, retail and service uses,
parking lots, government buildings, schools, studios, child care facilities, churches, chapels,
mortuaries, and theaters.
Government Center (GC)Government buildings, public utility facilities, flood-control
structures, and uses accessory thereto.
Open Space (O)Open-air recreational and entertainment uses, including bike or bridle trails
and buildings, government buildings, school buildings and facilities, public utility facilities, quasipublic and service facilities, and flood-control structures.
Light Industrial (M1)Manufacture and assemble products, machine shops,
warehousing, impound yards (storage only), laundry and dry cleaning establishments, truck, boat,
and heavy equipment sales, production studios for music, video or photography, public utility
structures, contractor's yard, automotive repair, home improvement warehouse stores, and
lumberyards.
Heavy Industrial (M2)All uses under M-1 zone. In addition, acid manufacturing, junkyards,
automobile wrecking yards and salvage yards, impound yards, fertilizer manufacturing, gas or
acetylene manufacturing, glue manufacturing, tattoo parlors, crematories, and hazardous waste
treatment facilities that may be permitted with a conditional use permit.
Professional (P)Professional, business and administrative offices where no merchandise is sold,
banks, savings and loan offices, credit unions, mortgage and finance companies, travel agencies,
medical and dental offices, and museums and science centers.
Single Family Residence (R1)One-family dwelling with six or fewer bedrooms, childcare, and
adult daycare facilities.
City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

3-7

Chapter 3 Project Description

Two Family Residence (R2)One-family dwellings two-family dwellings, townhouses,


accessory structures, childcare facilities, adult day care facilities.
Multiple Family Residential (R3)All uses permitted in the R2 district and multiple-family
dwellings developed at a medium density.
Specific Development (SD19, SD21, SD30, SD37, and SD71)This zone is designated as a
special-purpose district with its own set of development regulations and requirements established.
The development within is regulated through an established Floor-Area-Ratio (FAR). FAR is
defined as the ratio of total building area permitted to the total area of its parcel.

3.1.3

Redevelopment Project Area

The proposed Transit Zoning Code is located within two subareas of the Citys Merged Redevelopment
Project. The larger portion of the project area is located within the Central City subarea, which is located
generally between French Street and Flower Street within the Transit Zoning Code boundaries. The
Intercity subarea is located primarily along the existing rail line and the First and Fourth Street corridors.
The purpose of these areas is to create new business opportunities, develop new venues for visual and
performing arts, renovate commercial and industrial areas, enhance residential neighborhoods through a
variety of affordable housing programs, build new schools, as well as upgrade infrastructure and roads.

3.1.4

Surrounding Land Uses

The Transit Zoning Code area is located in the central urban core of Santa Ana and comprises over
100 blocks and 450 acres. The code area includes the Government Center, Downtown, the Logan and
Lacy neighborhoods, and the industrial parks surrounding the train depot. The surrounding land uses
include residential, professional, commercial, industrial, and civic uses and their environs.
The proposed project is located in the central portion of the City of Santa Ana and surrounded by
existing urban development. Specific adjacent (off-site) uses include the following:
North: Single-family residential, office, and commercial uses, as well as I-5
East: Commercial and residential uses. I-5 is located immediately adjacent to portions of the
project area
South: Institutional (including educational), commercial, industrial, and residential uses
West: Civic, residential, and commercial uses with open space located further to the west

3.2

PROJECT OBJECTIVES

The primary objective of the Transit Zoning Code is to provide zoning for the integration of new infill
development into existing neighborhoods, to allow for the reuse of existing structures, to provide for a
range of housing options, including affordable housing, and to provide a transit-supportive, pedestrianoriented development framework to support the addition of new transit infrastructure. The proposed
project would preserve and reinforce the historic character and pedestrian nature of the City while
encouraging alternative modes of transportation, including the rail system that connects San Diego to
3-8

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 3 Project Description

Los Angeles. The Transit Zoning Code is broken down into nine distinct subzones (refer to Figure 3-4
[Transit Zoning Code (SD 84A and SD 84B) Map]). These zones and their objectives are as follows:
Transit Village (TV) ZoneThis zone is applied to areas adjacent to and north of the Santa Ana
Regional Transportation Center, easterly to Interstate 5. This zone is intended to provide standards
for compact transit-supportive mixed-use/residential development. This zone is characterized by a
wide range of building intensities including mixed-use tower-on-podium buildings, commercial
blocks, liners, stacked flats, and courtyard housing. The zone accommodates retail, restaurant,
entertainment, and other pedestrian-oriented uses at street level, with offices and flats above in the
mixed-use building types, at high intensities and densities. The landscape palette is urban with
shading and accent street trees in parkway strips along Santa Ana Boulevard, and in sidewalk tree
wells where on-street parking is provided. Parking may be accommodated on street, in structures
with liner buildings, and underground.
Government Center (GCD) DistrictThis zone is applied to the Civic Center area west of the
Downtown. This area accommodates a wide variety of civic uses, including Federal, State and local
government offices and services, libraries, museums, community centers, and other civic assembly
facilities. Building types vary according to their public purpose, are programmed by various
government agencies for their specific sites, and therefore are not coded by the Transit Zoning
Code. The landscape style is urban, emphasizing shading street trees in sidewalk tree wells, and in
landscaped public plazas.
Downtown (DT) ZoneThis zone is applied to the historical shopping district of Santa Ana; a
vital, pedestrian-oriented area that is defined by multi-story urban building types (commercial
blocks, live-work, stacked dwellings, and courtyard housing in the Downtown edges)
accommodating a mixture of retail, office, light service, and residential uses. The standards of this
zone are intended to reinforce the form and character represented by existing pre-World War II
buildings and recognized as a National Historic District, through restoration, rehabilitation, and
context-sensitive infill development. The standards also facilitate the replacement or improvement
of post-war development that eliminated the pedestrian orientation of various downtown blocks
(for example: parking structures with no features of pedestrian interest along their entire lengths).
The landscape style is urban, emphasizing shading and accent street trees in sidewalk tree wells.
Parking is accommodated on street, and may also be in structures with liner buildings,
underground, and within block centers in surface lots not visible from streets.
Urban (UC) ZoneThis zone is applied to the area surrounding Downtown, which services as a
transitional area to the surrounding lower-intensity neighborhoods, and to other areas where
mixed-use and multi-unit residential buildings create a pedestrian-oriented urban fabric. The zone
provides for a variety of non-residential uses and a mix of housing types at medium intensities and
densities. Besides accommodating community-serving businesses, this zone may also serve the
daily convenience shopping and service needs of nearby residents. Building types include mixeduse commercial blocks, stacked flats, live-work, rowhouses, and courtyard housing. The landscape
style is urban, emphasizing shading street trees in sidewalk tree wells. Parking is accommodated on
street and may also be in structures with liner buildings and underground in areas adjacent to the
DT zone, and in surface lots away from street frontages.
Corridor (CDR) ZoneThis zone is applied to properties fronting existing commercial corridors
and provides standards to improve pedestrian orientation in a transit-supportive, mixed-use area.
Mixed-use commercial block and live-work building types are at or near the sidewalk, and
accommodate street level retail, service, and office, uses with office and residential above. The

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

3-9

Chapter 3 Project Description

landscape style is urban, emphasizing shading street trees in sidewalk tree wells. Parking is
accommodated on street, and in screened surface lots between buildings, or away from streets,
with no more than half of the site frontage occupied by parking.
Urban Neighborhood 2 (UN-2) ZoneThis zone is applied to primarily residential areas
intended to accommodate a variety of housing types with some opportunities for live-work,
neighborhood-serving retail, and dining establishments. Appropriate building types include single
dwellings, duplexes, triplexes, and quadplexes, courtyard housing, rowhouses, and live-work. In
some areas, the more intense, hybrid building type is allowed where additional intensity is
warranted while maintaining compatibility with neighboring properties. The landscape is
appropriate to a neighborhood, with shading street trees in parkway strips, and shallow depth
landscaped front yards separating buildings from sidewalks. Parking is on street, and in garages
located away from street frontages.
Urban Neighborhood 1 (UN-1) ZoneThis zone is applied to existing primarily residential
areas and is intended to strengthen and stabilize the low intensity nature of these neighborhoods
by accommodating housing types at lower densities. Appropriate building types include single
dwellings, duplexes, triplexes, and quadplexes, and live-work. The landscape is appropriate to a
neighborhood, with shading street trees in parkway strips and landscaped front yards separating
buildings from sidewalks. Parking is on street, and in garages located away from street frontages.
Industrial Overlay (IO) ZoneThis zone is applied to areas currently zoned Light Industrial
(M1) and Heavy Industrial (M2) within the planning area to allow the types of land use activity and
development permitted by existing M1 and M2 zoning to continue until such time that the owner
chooses to apply the new zones identified in the Transit Zoning Map (Figure 3-4) to their parcel(s).
Until the property is rezoned to the applicable classification (each of these as described above),
property in the IO Zone shall be regulated by the existing provisions of the M1 and M2 zones
contained within the Santa Ana Municipal Code (SAMC 41, Article III, Divisions 18 and 19), as
applicable.
Open Space (OS)This zone identifies areas reserved for community parks and other open
spaces. Allowable structures in this zone are limited to those necessary to support the specific
purposes of the particular open space area (e.g., sport-court enclosures and multi-purpose
buildings in active parks and trails within passive parks.

3.3

PROJECT DESCRIPTION

The Transit Zoning Code was initially drafted as a component of the larger Santa Ana Renaissance
Specific Plan (SARSP). The community process to draft the SARSP included over 100 outreach meetings
and interviews held from April 2006 through February 2008. Two primary objectives of the SARSP were
to plan for the redevelopment of the properties owned by the Santa Ana Redevelopment Agency,
generally located along Santa Ana Blvd., and to plan for new transit opportunities, but few details were
known about these projects. Following the completion of the community outreach process for the
SARSP, but prior to the release of the revised draft plan to the public, the City was awarded a major
transportation grant to study and design new transit infrastructure that would ultimately be constructed
within the SARSP study area. Also during this time, the Santa Ana Redevelopment Agency (Agency)
entered into a Predevelopment Agreement for planning and development purposes with The Related

3-10

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

NORTH
Transit Zoning Code Boundary

NOT TO SCALE

Source: City of Santa Ana GIS, January 2010.

01101 | JCS | 10

FIGURE 3-4

Transit Zoning Code (SD 84A and SD 84B) Map


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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 3 Project Description

Companies of California, LLC and Griffin Realty Corporation, a California Corporation (jointly, the
Developer) to redevelop Agency-owned properties generally located in the vicinity of Santa Ana
Boulevard. Due to these major changes within the SARSP study area, and in response to community
concerns regarding the scope of the SARSP itself, the Specific Plan was tabled. However, the zoning
component of the SARSP (the Transit Zoning Code) was pulled out and further refined in order to
provide the zoning necessary to support the long-term development of a successful transit program, as
well as to provide a development framework for the redevelopment of the Agency properties. The
Transit Zoning Code embodies many of the policies previously contained within the SARSP, but is more
limited in its scope of implementation. This new document, the Transit Zoning Code, is the subject of
this Draft Environmental Impact Report (DEIR).
The Transit Zoning Code provides new zoning for all of the properties contained within its boundary
with the exception of those properties zoned M1Light Industrial or M2Heavy Industrial. These M1
and M2 properties would retain their existing zoning, but would be covered by an overlay zone that
allows for the option of future mixed-use development to be exercised at the discretion of the property
owner. The Transit Zoning Code provides for the integration of new infill development into existing
neighborhoods, allows for the reuse of existing buildings, supports mixed-use development, provides a
transit-supportive, pedestrian-oriented development framework to reduce vehicle trips, reduce
greenhouse gas emissions, and support the addition of new transit infrastructure, and provides an
economic development stimulus (Figure 3-4).
Within the boundary of the Transit Zoning Code the Agency owns forty-nine parcels comprising
approximately seven non-contiguous acres (Figure 3-5 [Santa Ana Redevelopment Agency Parcels]). The
Agency/City may be considering the potential acquisition of nineteen additional properties within the
immediate vicinity of the forty-nine parcels mentioned above for the purposes of completing the
assemblage of properties on those blocks in which the Agency already has majority ownership, as well as
to secure property to provide for additional open space. The acquisition of these additional properties
may lead to demolition and/or relocation of existing structures, as well as the potential relocation of any
existing residents (Figure 3-6 [Potential New Santa Ana Redevelopment Agency Acquisitions]).
The Agency and the Developer propose to redevelop these properties. The Developer concept for these
properties includes the development of a maximum of 155 rental units (including a potential senior
housing project) and a maximum of 65 for-sale unitsa total of 220 new residential units. A component
of this residential development will be affordable pursuant to the County of Oranges criteria for low-tomoderate income housing. The development proposal also includes the addition of approximately
1.5 acres of new public open space that would include a public park, a public tot lot, and a 10,000 square
foot community building (Figure 3-7 [Development Proposal]). The redevelopment of these properties
requires the demolition of fifteen structures, totaling approximately 30,000 square feet of building area,
on eleven Agency-owned parcels (Figure 3-8 [Demolitions]).

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

3-13

LACY ST.

O
IAG

.
AV

.
ST
R.

RD

TE

.
ST

FRUIT ST.

.
ST

18
12

E. Santa Ana Blvd.

614

E. Santa Ana Blvd.

622

E. Santa Ana Blvd.

626 & 628

E. Santa Ana Blvd.

5
6

714

E. Santa Ana Blvd.

630

N. Garfield St.

7
8

604

N. Lacy St.

622

N. Lacy St.

9 625
10 602

N. Garfield St.

11 606
12 614 & 618

N. Lacy St.

13 605-607
14 619

N. Lacy St.
N. Garfield St.

15 609

N. Garfield St.

16 601-603

E. 6th St. &


N. Minter St.

N. Garfield St.
N. Lacy St.

.
ST

W
RO

49

5TH ST.

TERMINAL ST.

ST.

33

LACY ST.

39 35 27

48

BREEDEN ST.

6TH ST.

45

47 36

POINSETTIA ST.

42 43

GARFIELD ST.

29

40

44

LACY

41
28

MINTER ST

612

26

23

6TH ST.
37

PORTER ST.

MORTIMER ST.

1
2

609

30 20
10
31
11
38
7 13
32
24 34

FRENCH ST.

3RD ST.

15

.
ST

R
17

46 14

IEL

IME

5TH ST.

21
25

9 19

RF

RT

MO

SA

16

4TH ST.

.
BL
A 6
5 22

AN

GA

A
NT

TERMINAL ST.

IC

CIV

N
CE

8TH ST.

SANTA ANA BL.

ER ST.
LL
FU

STAFFORD ST.

NT

SPURGEON ST.

SA

.
ST

R
TE
MIN

9TH ST.

NC
VA

C
LA

BUSH ST.

.
ST

11TH ST.

FULLER ST.

TIA
ET
INS
PO

WELLINGTON AV.

Logan
Park

12TH ST.

LINCOLN AV.

CUSTER ST.

LOGAN ST.

WASHINGTON AV.

4TH ST.

17 611
18 620

N. Minter St.

32 601
33 712

N. Lacy St.

46 623

N. Garfield St.

N. Lacy St.

E. Fifth St.

47 615

E. Fifth St.

19 804
20 609

E. Santa Ana Blvd.

34 711

E. Sixth St.

48 620

E. Fifth St.

N. Lacy St.

35 610 & 612

E. Fifth St.

49 902

Brown St.

21 622-624
22 626-628
23 905

N. Garfield St.

36 508 & 510

N. Porter &
E. Fifth St.
E. Sixth St.

24 709

E. Sixth St.

25 618

N. Garfield St.

37 710
38 801
39 606

E. Fifth St.

26 901

Brown St.

40 511

E. Fifth St.

27 616

E. Fifth St.

41 602-604

E. Sixth &
N. Minter St.

42 601

E. Fifth St. &


N. Minter St.

N. Garfield St.
Brown St.

28 501

E. Fifth St. &


501 1/2 & 507 Mortimer St.

29 505

E. Fifth St.

30 611

N. Lacy St.

31 809-811

Brown St.

621

Brown St.

511-517

505-507

43 607
44 720

E. Sixth St.

45 714

E. Sixth St.

Agency Parcels

Transit Zoning Code


Boundary

E. Fifth St.

NORTH
NOT TO SCALE

Source: Santa Ana General Plan, 2010.

01101 | JCS | 10

FIGURE 3-5

Santa Ana Redevelopment Agency Parcels


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

LACY ST.

FULLER ST.

LINCOLN AV.

CUSTER ST.

ET

INS
PO

WELLINGTON AV.

Logan
Park

12TH ST.

LOGAN ST.

WASHINGTON AV.

TIA

BL

IEL

RF

.
ST

IME

RT

3RD ST.

FRENCH ST.

4TH ST.

ST.
18 19

5TH ST.

TERMINAL ST.

16 17

14

LACY

13

GARFIELD ST.

15

10

LACY ST.

MINTER ST

9
6TH ST.

.
ST

6TH ST.

11 12
8

PORTER ST.

MORTIMER ST.

.
ST

5TH ST.

7 6 5

W
RO

BREEDEN ST.

MO

SA

AN

GA

A
NT

POINSETTIA ST.

.
ST

FRUIT ST.

TERMINAL ST.

.
AV

.
ST

SPURGEON ST.

IAG
NT

CY

R
TE

IC

CIV

R.

RD

TE

N
CE

8TH ST.

SANTA ANA BL.

ER ST.
LL
FU

SA

.
ST

MIN

9TH ST.

CE

N
VA

LA

BUSH ST.

.
ST

11TH ST.

4TH ST.

812

E. Santa Ana Blvd.

11

702

E. Sixth St.

Potential Acquisitions

611

N. Garfield St.

12

706

E. Sixth St.

911

Brown St.

13

701

E. Fifth St.

Transit Zoning Code


Boundary

617

E. Sixth St.

14

713

E. Fifth St.

613

E. Sixth St.

609

E. Sixth St.

15

602
409

E. Fifth St.
N. Minter St.

607

E. Sixth St.

16

702

E. Fifth St.

515

E. Fifth St.

17

708

E. Fifth St.

519

E. Fifth St.

18

716

E. Fifth St.

10

609

E. Fifth St.

19

720

E. Fifth St.
NORTH
NOT TO SCALE

Source: Santa Ana General Plan, 2010.

01101 | JCS | 10

FIGURE 3-6

Potential New Santa Ana Redevelopment Agency Acquisitions


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 3 Project Description

The City of Santa Ana is in the process of preparing the Santa Ana Fixed Guideway Corridor Study in
order to apply for future grant funding that would support the construction of a new public transit
system. This system would provide for the expansion of transit services originating at the Santa Ana
Regional Transportation Center (SARTC) and serving the Lacy Neighborhood, Downtown and Civic
Center areas. Future expansion of the system would link to the Pacific Electric Right-of-Way, located on
the Citys western side, in order to provide service into the City of Garden Grove and beyond. While the
zoning standards contained within the Transit Zoning Code would provide a framework for the transitsupportive development necessary to generate adequate ridership for the successful development of the
Fixed Guideway System, this EIR will not analyze the proposed Santa Ana Fixed Guideway Corridor
Study and its potential alignments have not been completed. The specifics of that plan will be analyzed in
a separate EIR as part of the Santa Ana Fixed Guideway Corridor Study.
To accommodate this objective, the City will need to amend the current General Plan to permit these
new land uses and amend the Zoning Code to establish development standards that implement the
project. These amendments will allow the City to provide a framework for the development of compact,
transit-oriented development that contains a mix of residential, commercial, and professional uses in
order to address the Citys and the regions goals of providing sites for housing in already urbanized
locations that are adjacent to transit, thereby reducing vehicle trips, stimulating investment in
underutilized land, and improving the jobs/housing balance within the City. This will lead to potential
development of approximately 4,075 net residential units, 387,000 net sf of retail development, and an
additional 15.5 acres of open space within the City. Adoption of this project would allow the City to
consider subsequent actions consistent with these updates in the General Plan and Land Use
designations. Table 3-1 (Summary of Transit Zoning Code [SD 84A and SD 84B] Development
Potential) lists the overall potential net change that would occur as a result of the proposed project area.
Table 3-1
Land Use Type

Summary of Transit Zoning Code (SD 84A and SD 84B) Development


Potential
Potential Gross Development

Existing Uses to be Converted

Potential Net Development

4,272

197

4,075

Retail (sf)

693,000

306,000

387,000

Industrial (sf)

90,000

1,080,000

(990,000)

124,000

(124,000)

8,000

29,000

(21,000)

Open Space (sf)

680,000

680,000

Surface Parking Lots (sf)

67,000

1,839,000

(1,772,000)

Residential (units)

Commercial (sf)
Civic (sf)

3.3.1

District Descriptions

The project area consists of approximately 100 individual blocks within the central area of the City. The
following descriptions highlight the existing conditions and future development standards of contained
within the geographic areas covered within the project area.

3-16

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

NORTH
NOT TO SCALE

Source: William Hezmalhalch Architects, Inc., 2010.

01101 | JCS | 10

FIGURE 3-7

Development Proposal
0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

LACY ST.

IA
TT
SE

DR

.
ST

FULLER ST.

FRUIT ST.
11

8TH ST.

BL

LD

.
ST

IME
1

.
ST

5TH ST.

TERMINAL ST.

ST.

POINSETTIA ST.

GARFIELD ST.

BREEDEN ST.

3RD ST.

FRENCH ST.

4TH ST.

LACY ST.

2
6TH ST.

LACY

9 8 7

MINTER ST

5TH ST.

WN

O
BR

6TH ST.

PORTER ST.

MORTIMER ST.

.
ST

SANTA ANA BL.

10

FIE

RT

MO

R
GA

A
NT

SA

AN

TERMINAL ST.

SPURGEON ST.

.
AV

.
ST
IC

CIV

ER

T
EN

ER ST.
LL
FU

O
IAG
NT
SA

.
ST

R
TE
MIN

9TH ST.

CE

N
VA

CY
LA

BUSH ST.

.
ST

11TH ST.

LINCOLN AV.

CUSTER ST.

IN
PO

WELLINGTON AV.

Logan
Park

12TH ST.

LOGAN ST.

WASHINGTON AV.

4TH ST.

611

N. Minter St.

720

E. Sixth St.

Agency Parcels

505
507
601-603

N. Minter St.
N. Minter St.
E. Fifth St.

714

E. Sixth St.

Transit Zoning Code


Boundary

710

E. Sixth St.

610-612

E. Fifth St.

10

623

N. Garfield St.

620

E. Fifth St.

11

E. Santa Ana Blvd.


N. Garfield St.

621
E. Fifth St.
508 & 510 N. Porter St.

801
707

712

E. Fifth St.

NORTH
NOT TO SCALE

Source: Santa Ana General Plan, 2010.

01101 | JCS | 10

FIGURE 3-8

Demolitions
0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 3 Project Description

Downtown
The district connects the Government Center to the Lacy and French Park neighborhoods to the east
and consists of approximately thirty individual blocks. With the exception of a few super blocks and
operational modifications such as one-way streets and the lack of on-street parking, the historic street
grid is largely intact.

First Street Corridor


The area is the east end of the lands west of the rail line between First Street and the SARTC to the
north. The area is characterized by industrial uses, commercial uses, outdoor storage, and activity with
some recent, tilt-up single-story industrial buildings. The block structure is relatively intact with some
larger blocks that do not allow all north-south roadways to proceed unimpeded.

Lacy Neighborhood
The neighborhood connects with Downtown to the west and an industrial area to the east and is
characterized by a variety of historic and relatively intense, post WW-II multi-family development up to
four stories. While the area is predominantly residential, some industrial development has been
established in the eastern portions of the neighborhood. Two super blocks exist and disrupt the physical
connections between the neighborhood and nearby areas.

Logan Neighborhood
The neighborhood represents the northern most area in the plan and is characterized by a variety of large
and small industrial operations interspersed with equally established residential uses and neighborhoodserving commercial. The residential structures are primarily pre-World War II homes with some new
infill development.

Santa Ana Regional Transportation Center (SARTC) and Environs


This area represents the easternmost portion of the Transit Zoning Code area, extending from Grand
Avenue westward to approximately four blocks east of the rail line between First Street and I-5. The area
contains the SARTC, a large public parking structure, vacant land, industrial uses, and outdoor
storage/activity. The proposed plan seeks to address the opportunity that the SARTC presents for these
adjacent lands.

Government Center
This district is the western most area in the plan and is characterized by super blocks that aggregated the
historic street grid and have been developed over the past fifty years with primarily large, federal, state,
and local government buildings. No net change is anticipated within the Government Center District.

3-20

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 3 Project Description

3.3.2

Development Standards by District within Proposed Project

The Transit Zoning Code divides the area within its boundaries into separate zones that are based on
transects of intensity within the Transit Zoning Code area that range from the most intense development
and land use types to the least intense, with most zones providing for a significant mixture of land uses
within them. This approach differs from conventional zoning maps that typically divide cities into zones
that rigidly segregate uses into separate areas, and the use of the zones are based on development
intensity (instead of land use zones) as the spatial basis for regulating development. The zone directly
reflects the functions of, and interrelationships between, each part of the plan area. The Transit Zoning
Code would allow for mixed-use development with an emphasis on residential, commercial, and open
space as an alternative to the development options allowed under the existing zoning. The Transit
Zoning Code would allow development to occur per the following zone designations:
Transit Village (TV) ZoneThis zone is applied to areas adjacent to and north of the Santa Ana
Regional Transportation Center, easterly to Interstate 5. This zone is intended to provide standards
for compact transit-supportive mixed-use/residential development. This zone is characterized by a
wide range of building intensities including mixed-use tower-on-podium buildings, commercial
blocks, liners, stacked flats, and courtyard housing. The zone accommodates retail, restaurant,
entertainment, and other pedestrian-oriented uses at street level, with offices and flats above in the
mixed-use building types, at high intensities and densities. The landscape palette is urban with
shading and accent street trees in parkway strips along Santa Ana Boulevard, and in sidewalk tree
wells where on-street parking is provided. Parking may be accommodated on-street, in structures
with liner buildings, and underground.
Government Center (GCD) DistrictThis zone is applied to the Civic Center area west of the
Downtown. This area accommodates a wide variety of civic uses, including Federal, State and local
government offices and services, libraries, museums, community centers, and other civic assembly
facilities. Building types vary according to their public purpose, are programmed by various
government agencies for their specific sites, and therefore are not coded by the Transit Zoning
Code. The landscape style is urban, emphasizing shading street trees in sidewalk tree wells, and in
landscaped public plazas.
Downtown (DT) ZoneThis zone is applied to the historical shopping district of Santa Ana; a
vital, pedestrian-oriented area that is defined by multi-story urban building types (commercial
blocks, live-work, stacked dwellings, and courtyard housing in the Downtown edges)
accommodating a mixture of retail, office, light service, and residential uses. The standards of this
zone are intended to reinforce the form and character represented by existing pre-World War II
buildings and recognized as a National Historic District, through restoration, rehabilitation, and
context-sensitive infill development. The standards also facilitate the replacement or improvement
of post-war development that eliminated the pedestrian orientation of various downtown blocks
(for example: parking structures with no features of pedestrian interest along their entire lengths).
The landscape style is urban, emphasizing shading and accent street trees in sidewalk tree wells.
Parking is accommodated on street, and may also be in structures with liner buildings,
underground, and within block centers in surface lots not visible from streets.
Urban (UC) ZoneThis zone is applied to the area surrounding Downtown, which services as a
transitional area to the surrounding lower-intensity neighborhoods, and to other areas where
mixed-use and multi-unit residential buildings create a pedestrian-oriented urban fabric. The zone

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

3-21

Chapter 3 Project Description

provides for a variety of non-residential uses and a mix of housing types at medium intensities and
densities. Besides accommodating community-serving businesses, this zone may also serve the
daily convenience shopping and service needs of nearby residents. Building types include mixeduse commercial blocks, stacked flats, live-work, rowhouses, and courtyard housing. The landscape
style is urban, emphasizing shading street trees in sidewalk tree wells. Parking is accommodated on
street and may also be in structures with liner buildings and underground in areas adjacent to the
DT zone, and in surface lots away from street frontages.
Corridor (CDR) ZoneThis zone is applied to properties fronting existing commercial corridors
and provides standards to improve pedestrian orientation in a transit-supportive, mixed-use area.
Mixed-use commercial block and live-work building types are at or near the sidewalk, and
accommodate street level retail, service, and office, uses with office and residential above. The
landscape style is urban, emphasizing shading street trees in sidewalk tree wells. Parking is
accommodated on street, and in screened surface lots between buildings, or away from streets,
with no more than half of the site frontage occupied by parking.
Urban Neighborhood 2 (UN-2) ZoneThis zone is applied to primarily residential areas
intended to accommodate a variety of housing types with some opportunities for live-work,
neighborhood-serving retail, and dining establishments. Appropriate building types include single
dwellings, duplexes, triplexes, and quadplexes, courtyard housing, rowhouses, and live-work. In
some areas, the more intense, hybrid building type is allowed where additional intensity is
warranted while maintaining compatibility with neighboring properties. The landscape is
appropriate to a neighborhood, with shading street trees in parkway strips, and shallow depth
landscaped front yards separating buildings from sidewalks. Parking is on street, and in garages
located away from street frontages.
Urban Neighborhood 1 (UN-1) ZoneThis zone is applied to existing primarily residential
areas and is intended to strengthen and stabilize the low intensity nature of these neighborhoods
by accommodating housing types at lower densities. Appropriate building types include single
dwellings, duplexes, triplexes, and quadplexes, and live-work. The landscape is appropriate to a
neighborhood, with shading street trees in parkway strips and landscaped front yards separating
buildings from sidewalks. Parking is on street, and in garages located away from street frontages.
Industrial Overlay (IO) ZoneThis zone is applied to areas currently zoned Light Industrial
(M1) and Heavy Industrial (M2) to allow the types of land use activity and development permitted
by existing M1 and M2 zoning to continue until such time that the owner chooses to apply the new
zones identified in the Transit Zoning Map (Figure 3-4). Until the property is rezoned as described
above, property in the IO Zone shall be regulated by the existing provisions of the M1 and M2
zones contained within the Santa Ana Municipal Code (SAMC 41, Article III, Divisions 18 and
19), as applicable.
Open Space (OS)This zone identifies areas reserved for community parks and other open
spaces. Allowable structures in this zone are limited to those necessary to support the specific
purposes of the particular open space area (e.g., sport-court enclosures and multi-purpose
buildings in active parks and trails within passive parks.

3.3.3

Parking and Circulation

Opportunities for connection to the regional and local transportation system exist in all directions. Under
the proposed Transit Zoning Code several improvements/modifications to the existing roadway network
3-22

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 3 Project Description

may occur. The existing streets and modifications, as well as new or realigned streets, are to improve
north-south access and circulation. The project would maximize on-street parking to activate commercial
frontages. The Transit Zoning Code is intended to improve the spatial definition for corridor businesses
and connect neighborhoods with the downtown area to minimize vehicular trips. The standards
contained within the Transit Zoning Code would improve walkability, connect First Street and Santa Ana
Boulevard, and enable a variety of transit modes. Another primary focus of the Transit Zoning Code is
to improve local access and use of the existing SARTC and any potential new transit systems. These
improvements are designed to enhance the existing circulation of vehicles, bicyclists, and pedestrian
traffic in the area.

Parking
The Transit Zoning Code includes parking requirements/standards for any new development within its
boundaries. However, the Transit Zoning Code separates parking requirements according to the
intended zone due to their different characteristics and mix of uses. Table 3-2 (Parking Requirement per
Zone) lists the parking requirements for each potential zone of the Transit Zoning Code
Table 3-2

Parking Requirement per Zone


Use Type

Zone

Residential
(per dwelling unit)

Live/Work
(per dwelling unit)

Non-Residential*

Transit Village (TV) Zone

2 spaces + 0.15 in-lieu for guests

2 spaces

1 space per 400 sf

Downtown (DT)

2 spaces + 0.15 in-lieu for guests

2 spaces

1 space per 400 sf

Urban Center (UC) Zone

2 spaces + 0.15 in-lieu for guests

2 spaces + 0.15 for guests

1 space per 300 sf

Corridor (CDR) Zone

2 spaces + 0.25 for guests

2 spaces + 0.25 for guests

1 space per 200 sf

Urban Neighborhood (UN-1)

2 spaces + 0.25 for guests

2 spaces + 0.25 for guests

1 space for less than 750 sf; 2


spaces for less than 1,500 sf; and
1 extra space for every 500 sf over
1,500 sf.

Urban Neighborhood (UN-2)

2 spaces + 0.25 for guests

2 spaces + 0.15 for guests

1 space per 300 sf

Open Space (OS)


Government Center (GC)
Light Manufacturing (M-1)
Heavy Manufacturing (M-2)

Per current City Code

Per current City Code

Per current City Code

* Parking credit for projects within 0.25 miles of SARTC is applicable.

Circulation
The Transit Zoning code includes several proposed changes to the existing street network within the
project area. As shown in Figure 3-9 (Street Network Plan), several roadways would be
improved/modified to balance the needs of pedestrians, cyclists, parked cars, moving cars, and
streetscape.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

3-23

Chapter 3 Project Description

3.3.4

Residential Development and City Population

As mentioned above, the Transit Zoning Code would allow for mixed use development with an
emphasis on residential, commercial, transit, and open space as an alternative to the development options
allowed under the existing zoning. In total, up to 4,075 residential units could be constructed at full
buildout of the Transit Zoning Code were every vacant or underutilized property to be built out at its
maximum potential pursuant to the Code. In order to quantify the direct population increase that would
result from new housing in the Transit Zoning Code area, it is necessary to determine an appropriate
persons-per-household (pph) estimate to use. While the Citys current average household size is
estimated to be 4.7 pph by the California Department of Finance, it is known that the majority of
existing housing in the City is single family residences (54 percent) and low to medium density multifamily housing units that have a typical household size that is larger on average than the higher density
multi-family housing units proposed under the Transit Zoning Code As such, the current City average
household size of 4.7 pph is not considered an appropriate measure of household size that would result
from the higher density multi-family housing under the proposed Transit Zoning Code.
A household size ratio in the range of 3.0 pph is consistent with the direction of the overall County-wide
housing development, as a majority of the development within Orange County (and Southern California
in general) is focused on infill development with higher density mixed-use projects adjacent to transit. In
addition, the Countys existing pph ratio is 3.0. As noted by SCAG,1 (economic recession occurring at the
time of this writing notwithstanding) Los Angeles and Orange Counties are targeted to become
significant magnets for housing growth as rising congestion and the availability of jobs discouraging long
commutes to outlying areas. With many new residents from areas with high urban densities, the new
(forecasted) population would be more adaptive to urban living. The availability of infill areas will
provide a needed increase in land available for housing. These areas will transform neighborhoods,
complete with a range of housing options and excellent accessibility to jobs, entertainment, and cultural
aspects of communities. New housing will sprout at a rapid rate along major transportation corridors.
This resurgence will provide housing for thousands of people through infill and recycling of existing
properties. Implementation of the Transit Zoning Code is consistent with these growth trends identified
by SCAG.
In addition, the Transit Zoning Code is consistent with the intent of the California Global Warming
Solutions Act of 2006, commonly known as AB 32 (Health and Safety Code Sections 3850038599)
which mandates reductions in the emission of green house gases (GHGs). AB 32 establishes regulatory,
reporting and market mechanisms to achieve quantifiable reductions in greenhouse gas emissions and
establishes a cap on statewide GHG emissions. AB 32 requires that statewide GHG emissions be
reduced to 1990 levels by 2020. This reduction will be accomplished by enforcing a statewide cap on
GHG emissions that will be phased in starting in 2012 as well as the implementation of SB 375 (Chapter
728, Statutes of 2008) which is intended to supplement AB 32 by providing incentives for local land use
choices that reduce the reliance on the automobile and reduce green house gases. SB 375 requires

SCAG, 2004. Regional Transportation Plan, Technical Appendix A-Growth Forecast.

3-24

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

NORTH
NOT TO SCALE

Source: Moule & Polyzoides Architects and Urbanists, 2007; PBS&J, 2010.

01101 | JCS | 10

FIGURE 3-9

Street Network Plan


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 3 Project Description

metropolitan planning organizations (MPOs) such as the Southern California Council of Governments
(SCAG) to adopt a sustainable communities strategy (SCS) or alternative planning strategy (APS) that will
prescribe land use allocation in that MPOs regional transportation plan. While city or county land use
policies are not required to be consistent with the regional transportation plan (and associated SCS or
APS), regional transportation decisions and funding will be influenced by climate change considerations,
thus giving local governments incentives to conform their general plans to policies contained in the
governing regional transportation plans (RTP) with its SCS or APS. Thus, the implementation of the
Transit Zoning Code could, through land use decisions and the provision of transit options, potentially
significantly reduce GHG emissions from the use of automobiles through compliance with SB 375.
In addition, according to Table 4.9-2 (SCAG Population Growth Projections, 20052030) and
Table 4.9-5 (SCAG Household Growth Projections, 20052030), the projected SCAG regions pph for
2005 and 2010 is 3.1. Consequently, because the higher density multi-family uses typically result in
substantially lower pph ratios compared to the Citys existing ratio, a conservative household size
estimate of 3.0 pph is considered an appropriate and accurate prediction of the future demographics in
the Transit Zoning Code. As a result, and as explained further in Section 4.9 (Population and Housing),
buildout of the Transit Zoning Code would result in a potential population increase of 12,225 residents.

3.4

BUILDOUT

Based on current market needs and the level of developer interest within the City, the City envisions the
potential buildout of the Transit Zoning Code by 2028. With the exception of the redevelopment of
forty-nine parcels owned by the Redevelopment Agency into 220 housing units, specific development
projects have yet to be proposed.

3.5

INTENDED USES OF THIS EIR

This EIR has been prepared to analyze environmental impacts associated with the construction and
operation of the proposed project and also to address appropriate and feasible mitigation measures or
project alternatives that would minimize or eliminate these impacts. This document is intended to serve
as an informational document. Additionally, this EIR will provide the primary source of environmental
information for the lead agency to consider when exercising any permitting authority or approval power
directly related to implementation of the proposed project.
This EIR is intended to provide decision-makers and the public with information that enables them to
intelligently consider the environmental consequences of the proposed action. This EIR identifies
significant or potentially significant environmental effects, as well as ways in which those impacts may be
reduced to less-than-significant levels, whether through the imposition of mitigation measures or through
the implementation of specific alternatives to the proposed project. In a practical sense, EIRs function as
a technique for fact-finding, allowing an applicant, concerned citizens, and agency staff an opportunity to
collectively review and evaluate baseline conditions and project impacts through a process of full
disclosure.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

3-27

Chapter 3 Project Description

This EIR has been prepared in accordance with CEQA (PRC Section 21000 et seq.) and the CEQA
Guidelines (California Code of Regulations, Title 14, Section 15000 et seq.). As provided in the CEQA
Guidelines, for projects subject to CEQA, public agencies are charged with the duty to substantially
lessen or avoid significant environmental effects where feasible (refer to PRC Section 21004, CEQA
Guidelines Sections 15002(a)(3) and 15021(a)(2)). In discharging this duty, the public agency has an
obligation to balance a variety of public objectives, taking into account economic, environmental, and
social issues. The EIR is an informational document that informs public agency decision-makers and the
public of the significant environmental effects and the ways in which those impacts could be reduced to
less-than-significant levels, either through the imposition of mitigation measures or through the
implementation of specific alternatives to the project as proposed. In a practical sense, this EIR functions
as a tool for fact-finding, allowing the public, and City staff an opportunity to collectively review and
evaluate baseline conditions and project impacts through a process of full disclosure. Additionally, this
EIR provides the primary source of environmental information for the City to consider when exercising
any permitting authority or approval power directly related to future development projects within the
proposed project.
This EIR can be characterized as both a program EIR and a project-EIR. The majority of the analysis is
done at the program level and can be characterized either as a program EIR prepared pursuant to CEQA
Guidelines Section 15168 or as a first-tier EIR prepared pursuant to CEQA Guidelines Section 15152.
These labels are complementary, not mutually exclusive. As a project level EIR, the development
proposal to demolish 30,000 square feet of existing structures on eleven Redevelopment Agency-owned
parcels and to construct 220 affordable residential units is analyzed at a project-level. Since adequate level
of details is available for the development proposal, this EIR analyzes the projects specific potential
impacts. Regardless of its title, the document is intended to act as an analytical superstructure for
subsequent, more detailed analyses associated with individual project applications consistent with the
proposed project. One of the Citys goals in preparing the current document is to focus new information
that would be required in the future at the project level of planning and environmental review by
dealing as comprehensively as possible in this document with cumulative impacts, regional
considerations, and similar big-picture issues. The project-specific analysis of the development proposal
is adequate to allow the project to proceed upon certification of the EIR. The City recognizes that the
program-level analysis of the remainder of the project does not include the level of detail necessary to
qualify as a project EIR, and anticipates that future projects will require more detailed environmental
review at the time they are proposed.
According to CEQA Guidelines Section 15168(c)(5), [a] program EIR will be most helpful in dealing
with subsequent activities if it deals with the effects of the program as specifically and comprehensively
as possible. Later environmental documents (EIRs, mitigated negative declarations, or negative
declarations) can incorporate by reference materials from the program EIR regarding regional influences,
secondary impacts, cumulative impacts, broad alternatives, and other factors (CEQA Guidelines Section
15168(d)(2)). These later documents need only focus on new impacts that have not been considered
before (CEQA Guidelines Section 15168(d)(3)).

3-28

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 3 Project Description

CEQA Guidelines Section 15168(c), entitled Use with Later Activities, provides, in pertinent part, as
follows:
Subsequent activities in the program must be examined in the light of the program EIR to
determine whether an additional environmental document must be prepared:
(1) If a later activity would have effects that were not examined in the program EIR, a new Initial
Study would need to be prepared leading to either an EIR or a Negative Declaration.
(3) An agency shall incorporate feasible mitigation measures and alternatives developed in the
program EIR into subsequent actions in the program.
(4) Where the subsequent activities involve site-specific operations, the agency should use a written
checklist or similar device to document the evaluation of the site and the activity to determine
whether the environmental effects of the operation were covered in the program EIR.

Future site-specific approvals may also be evaluated pursuant to the rules for tiering set forth in CEQA
Guidelines Section 15152. [T]iering is a process by which agencies can adopt programs, plans, policies,
or ordinances with EIRs focusing on the big picture, and can then use streamlined CEQA review for
individual projects that are consistent with such [first tier decisions] and are consistent with local
agencies governing general plans and zoning (Koster v. County of San Joaquin [1996] 47 Cal. App.4th 29,
36). Before deciding to rely in part on a first-tier EIR in connection with a site-specific project, a lead
agency must prepare an initial study or other analysis to assist it in determining whether the project
may cause any significant impacts that were not adequately addressed in a prior EIR (CEQA
Guidelines Section 15152[f], PRC Section 21094[c]). Where this analysis finds such significant impacts,
an EIR is required for the later project. In contrast, [a] negative declaration or mitigated negative
declaration shall be required where there is no substantial evidence that the project may have significant
impacts not adequately addressed in the prior EIR or where project revisions accepted by the proponent
avoid any such new significant impacts or mitigate them to a point where clearly they are not
significant.
CEQA Guidelines Section 15152 further provides that, where a first-tier EIR has adequately addressed
the subject of cumulative impacts, such impacts need not be revisited in second- and third-tier
documents. Furthermore, second- and third-tier documents may focus the examination of impacts on
those that were not examined as significant effects in the prior EIR or [a]re susceptible to substantial
reduction or avoidance by the choice of specific revisions in the project, by the imposition of conditions,
or other means. In general:
[s]ignificant environmental effects have been adequately addressed if the lead agency determines
that:
(A) they have been mitigated or avoided as a result of the prior environmental impact report and
findings adopted in connection with that prior environmental impact report; or
(B) they have been examined at a sufficient level of detail in the prior environmental impact report
to enable those effects to be mitigated or avoided by site specific revisions, the imposition of
conditions, or by other means in connection with the approval of the later project.

Here, as noted above, whenever project proponents within the City submit applications for site-specific
approvals, the City will prepare initial studies in order to determine how much new information will be
required for the environmental review for such proposals. In preparing these analyses, the City will
assess, among other things, whether any of the significant environmental impacts identified in this

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

3-29

Chapter 3 Project Description

program/first-tier EIR have been adequately addressed. Thus, the new analyses for these site-specific
actions will focus on impacts that cannot be avoided or mitigated by mitigation measures that either
(i) were adopted in connection with the proposed project or (ii) were formulated based on information in
this EIR.
Finally, future environmental review can also be prepared pursuant to PRC Section 21083.3 and CEQA
Guidelines Section 15183. These provisions, which are similar but not identical to the tiering provisions,
generally focus the scope of necessary environmental review for site-specific approvals following the
preparation of an EIR for a specific plan. For such site-specific approvals, CEQA generally applies only
to impacts that are peculiar to the parcel or to the project and have not been previously disclosed,
except where substantial new information shows that previously identified impacts would be more
significant than previously assumed. Notably, impacts are considered not to be peculiar to the parcel or
to the project if they can be substantially mitigated pursuant to previously adopted, uniformly applied
development policies or standards.

3.6

PUBLIC ACTIONS AND APPROVALS REQUIRED

The City is the lead agency with the authority to carry out or approve the proposed project. The Citys
project approvals include certification of the EIR for the proposed project and adoption of the proposed
Transit Zoning Code This EIR is intended as a Program EIR, and subsequent, specific development
proposals made in the Transit Zoning Code project area would be subject to separate environmental
clearance/review. In addition to the City, federal, regional, and State responsible agencies have
discretionary authority over certain aspects of development projects.

3.6.1

City Actions

The following discretionary approvals are required for the proposed project:

3-30

Certification of the EIR


Adoption of Statement of Overriding Considerations
Adoption of Findings of Fact
Adoption of Mitigation Monitoring and Reporting Program
Adoption of the Transit Zoning Code
Approval of Specific Development 84A and Specific Development 84B.
General Plan Amendment (GPA)to allow the implementation of the Industrial Overlay (IO)
Zone on properties within the Transit Zoning Code that are currently zoned M1 and M2 and to
expand District Center area.
Amendments to Santa Ana Municipal Code
Zoning Map Amendment (ZMA)to change the zoning map to reflect the Transit Zoning Code.
Approval of Water Supply Assessment (WSA)
Site Plan Approval of Related Companys development project
Agreement to Develop Agency/Authority owned property (DDA)with Related Company
Designation of Park and Community Facilities, including park site, tot lot, and community center

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 3 Project Description

Relocation plan for tenants of acquired property (if any)


Demolition and/or relocation of structures on acquired property
This EIR evaluates the proposed Transit Zoning Code, including the Developer project, in as much
detail as is currently available at the time of preparation. To the extent possible and based upon the
information available, all environmental effects have been evaluated as thoroughly as possible. However,
additional future development proposals for areas within the Transit Zoning Code boundaries may be
subject to separate environmental clearance/review.

3.6.2

State and Local Agencies

In addition to the City of Santa Ana (the Lead Agency), there are also federal, regional, and state agencies
that have discretionary or appellate authority over the project and/or specific aspects of the project. The
responsible agencies will also rely on this EIR when acting on such projects. Those federal, State, or local
agencies that would rely upon the information contained in this EIR when considering approval include,
but are not necessarily limited to, the following:

Community Redevelopment Agency


Implements California Redevelopment Law pursuant to California Health and Safety Code
33031-33039

Regional Water Quality Control Board/State Water Resources Control Board


National Pollutant Discharge Elimination System General Construction Permit (for individual
construction projects of a particular size or projects that result in point source discharges)

South Coast Air Quality Management District


Permits to Construct and/or Permits to Operate (for any new or relocated stationary sources of
equipment that emit or control air contaminants, such as heating, ventilation, and air conditioning
[HVAC] units)

Caltrans
Encroachment Permits (for individual projects requiring work within state or City rights-of-way)

Airport Land Use Commission for Orange County


Notice of Proposed Construction or Alteration (FAA Form 7460-1) for any structure over 200 feet
above ground level
Approval of the Specific Developments, Zoning Code amendments, and General Plan amendment
for the proposed project per Public Utilities Code Section 21676(b) and the AELUP

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

3-31

Chapter 3 Project Description

3.7

ALTERNATIVES

In accordance with Section 15126.6 of the CEQA Guidelines, alternatives to the TZC as proposed, are
analyzed. Detailed information is provided in Section 5.0 of this EIR. A total of three alternatives were
identified and would feasibly attain the most basic project objectives while avoiding or substantially
lessening some of the significant effects of the project were analyzed. An environmentally superior
alternative is also identified. These alternatives include the following:
No Project/Development According to Existing General Plan
Higher Intensity Commercial Component
Reduced (Low-Rise) Project

3.8

CUMULATIVE DEVELOPMENT SCENARIO

Cumulative impacts are the anticipated impacts of the proposed project in combination with the impacts
of related cumulative development. As stated in Section 15130(b)(1) of the CEQA Guidelines, this
reasonably foreseeable growth may be based on either of the following, or a combination thereof:
A list of past, present, and probable future projects producing related or cumulative impacts
A summary of projections contained in an adopted general plan or related planning document
which describe or evaluate regional or areawide conditions
For the purposes of this EIR, the potential cumulative effects of the proposed project are based upon a
list of projects identified by the City and neighboring jurisdictions, as well as build-out of the General
Plan or other criteria, depending upon the specific impact being analyzed. The list of related projects
located within the vicinity (1.5-mile radius) of the proposed project is provided in Table 3-3 (List of
Related Development Projects). Figure 3-10 (Cumulative Projects) illustrates the locations of the related
projects within a 1.5-mile radius of the Specific Plan area, in addition to several projects occurring
outside of the 1.5-mile radius.
Table 3-3
Project ID

3-32

List of Related Development Projects

Project Name

One Broadway Plaza

Santiago Street Lofts

West End Lofts

Quantity

Unit

Office

Land Use Description

508.2

TSF

Office (Rehab Structures)

9.803

TSF

Retail 2

8.525

TSF

Casual Dining

2.681

TSF

Formal Dining

15.915

TSF

Proposed Live-work Loft (Apartment)

108

DU

Existing Manufacture

2.1

TSF

Existing out-reach Educational (R&D)

19

TSF

2.67

TSF

DU

Shopping Center
Residential Condo/Townhouse

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 3 Project Description

Table 3-3
Project ID

List of Related Development Projects

Project Name

Quantity

Unit

Residential Condo/Townhouse

Land Use Description

185

DU

Shopping Center

60

TSF

33.1

TSF

City Place

10

Bowers Museum

Museum Expansion

11

Cordoba

Apartment

45

DU

13

Santa Ana Industrial

General Light Industrial

31

TSF

15

Walgreen's

Proposed Shopping Center

12.4

TSF

19

Cobblestone

Shopping Center

11

TSF

23

Xerox Tower II

General Office Building

210

TSF

25

Shea Homes

Single Family Detached

36

DU

26

Metro East Overlay Zone

High Rise Residential Condo/Townhouse

5,551

DU

High Rise Residential Condo/Townhouse

374

DU

Specialty Retail Center

8.97

TSF

Health/Fitness Club

-5.5

TSF

Residential Condo/Townhouse

174

DU

Residential Condo/Townhouse

136

DU

General Office Building

2.5

TSF

27

1st & Cabrillo Towers

29

Town & Country Manor

33

Olen Properties

34

River View Villas

Residential Condo/Townhouse

41

DU

37

City Place Sky Lofts

Apartment

355

DU

Single Family Detached

41

DU

Multi Family Housing

234

DU

Retail

36

TSF

38

Future Specific Plan Area

39

Retail (Tustin)

Replacement of Commercial Building

15

TSF

44

Minter Court

Live/work and Townhouse Project

11

DU

45

Future Area

Residential Development

30

DU

SOURCES:

KOA Corporation. Transit Zoning Code (SD 84A and SD 84B) Traffic Study. December 2007.
Project ID is consistent with the index on Figure 3-10.
All projects within a 1.5-mile radius of the Renaissance Specific Plan boundaries were included in the list of cumulative
projects. All projects outside of a 1.5-mile radius were not included.
DU = dwelling unit, TSF = Total square footage (thousands)

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

3-33

Chapter 3 Project Description

3-34

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

NORTH
Source: KOA Corporation, 2007.

NOT TO SCALE

01101 | JCS | 10

FIGURE 3-10

Cumulative Projects
0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

First page header

CHAPTER 4

4.0

Environmental Setting, Impacts, and


Mitigation Measures

INTRODUCTION TO THE ENVIRONMENTAL ANALYSIS

Sections 4.1 through 4.13 of Chapter 4 of this EIR contain a discussion of the potential environmental
effects of implementation of the Transit Zoning Code (SD 84A and SD 84B), including information
related to existing conditions, analyses of the type and magnitude of individual and cumulative
environmental impacts, and feasible mitigation measures that could reduce or avoid environmental
impacts.

4.0.1

Scope of the Environmental Impact Analysis

The Transit Zoning Code (SD 84A and SD 84B) EIR is both a program-level environmental assessment
that evaluates the effects of implementation of the entire Transit Zoning Code (SD 84A and SD 84B), as
well as a project-specific EIR for the demolition of structures on Redevelopment Agencyowned parcels
and construction of 220 new residential units, a 10,000 community center, and 1.5 acres of open space.
Other future development projects within the Transit Zoning Code (SD 84A and SD 84B) area would
undergo their own project-level review, while using this EIR as a basis for determining project-specific
impacts.
In accordance with Appendix G of the CEQA Guidelines, the potential environmental effects of the
proposed Transit Zoning Code (SD 84A and SD 84B) are analyzed for the following environmental issue
areas:

Aesthetics
Air Quality
Biological Resources
Cultural Resources
Hazards and Hazardous Materials
Hydrology and Water Quality
Land Use and Planning
Noise and Vibration
Population and Housing
Public Services
Transportation/Traffic
Utilities and Service Systems
Global Climate Change

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4-1

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Mandatory Findings of Significance2


It should be noted that biological resources was previously scoped out during the preparation of the
IS/NOP. However, due to public concern regarding, primarily, migratory birds, an assessment of the
proposed projects impacts to biological resources has been included as part of the EIR.
Based upon the analysis provided in the Initial Study for the proposed project, which is provided in
Appendix A of this document, impacts to agricultural resources, geology and soils, and mineral resources
were determined to be Effects Not Found to Be Significant according to Section 15128 of the CEQA
Guidelines.
With respect to agricultural resources, the Initial Study concluded that the soils within the Transit Zoning
Code (SD 84A and SD 84B)area are not candidates for listing as prime farmland, unique farmland, or
farmland of statewide importance. In addition, no farmland or agricultural activity exists on or in the
vicinity of the Transit Zoning Code (SD 84A and SD 84B) , and no portion is under a Williamson Act
contract. Therefore, no impact would occur with respect to agricultural uses, and no additional analysis is
required in this EIR.
With respect to geology and soils, the Transit Zoning Code (SD 84A and SD 84B)area is located in an
area of minimal geologic hazards. Any development within the project area would be designed in
accordance with applicable building code requirements, which account for seismic groundshaking.
Therefore, no potentially significant impacts would occur with respect to geology and soils, and no
additional analysis is required in this EIR.
With respect to mineral resources, the Initial Study determined that implementation of the Transit
Zoning Code (SD 84A and SD 84B) would not result in the loss of availability of either a known mineral
resource of value to the state or region, or a locally important mineral resource recovery site, because no
such sites exist within the project area. Therefore, the Initial Study concluded that implementation of the
Transit Zoning Code (SD 84A and SD 84B) would not result in the loss of availability of a locally
important mineral resource delineated on a local general plan, specific plan, or other land use plan, and
no additional analysis is required in this EIR.

4.0.2

Format of the Environmental Analysis

Environmental Setting/Definition of the Baseline


According to Section 15125 of the CEQA Guidelines, an EIR must include a description of the existing
physical environmental conditions in the vicinity of the project to provide the baseline condition
against which project-related impacts are compared. Normally, the baseline condition is the physical
condition that exists when the Initial Study/Notice of Preparation (IS/NOP) is published. The IS/NOP
Mandatory Findings of Significance are defined in Appendix G of the CEQA Guidelines, and include specific impacts
to biological resources, cumulative impacts, and environmental impacts that will cause substantial adverse effects on
human beings, either directly or indirectly. Therefore, Mandatory Findings of Significance are addressed throughout the
environmental analysis, which is provided in Sections 4.1 through 4.12 of this EIR.

4-2

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.0 Introduction to the Environmental Analysis

for the Transit Zoning Code (SD 84A and SD 84B) EIR was originally published in July 2006 and under
the project name Renaissance Specific Plan EIR. The IS/NOP and copies of the comments received
during the comment period are provided in Appendix A.

Regulatory Framework
The Regulatory Framework provides a summary of regulations, plans, policies, and laws that are relevant
to each issue area.

Project Impacts and Mitigation


This section is further divided into the following subsections, as described below.

Analytic Method
This subsection identifies the methodology used to analyze potential environmental impacts.

Thresholds of Significance
Thresholds of significance are criteria used to determine whether potential environmental effects are
significant. The thresholds of significance used in this analysis were primarily based upon Appendix G of
the CEQA Guidelines; however, in some cases, standards were developed specifically for this analysis or
reflect those used by the City in other environmental analyses. This subsection defines the type, amount,
and/or extent of impact that would be considered a significant adverse change in the environment. Some
thresholds (such as air quality, traffic, and noise) are quantitative, while others, such as visual quality, are
qualitative. The thresholds are intended to assist the reader in understanding how and why the EIR
reaches a conclusion that an impact is significant or less than significant.
The thresholds of significance are provided both in the Thresholds of Significance section and
immediately before the relevant impact analysis for ease of correlation.

Effects Found to Have No Impact


Certain environmental impacts were determined to be Effects Not Found to be Significant based upon
the analysis provided in the Initial Study for the proposed project and upon further analysis subsequent
to the issuance of the IS/NOP. These impacts are summarized in this subsection based upon the analysis
provided in the IS/NOP for the proposed project, which is included as Appendix A to this EIR.

Effects Found to Be Less Than Significant and Effects Found to Be Significant


This subsection describes the potential environmental impacts of the Transit Zoning Code (SD 84A and
SD 84B) and, based upon the thresholds of significance, concludes whether the environmental impacts
would be considered significant, potentially significant, or less than significant. Each impact is
summarized in an impact statement, followed by a more detailed discussion of the potential impacts
and the significance of each impact before mitigation. This subsection also includes feasible mitigation

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4-3

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

measures that could reduce the severity of the impact. In addition to feasible mitigation measures (MMs),
the Transit Zoning Code (SD 84A and SD 84B) will also continue to comply with all applicable local,
State, and federal laws and regulations, and these laws and regulations are considered to be part of the
project description. Following the description of MMs, the subsection concludes with a statement
regarding whether the impact, following implementation of the mitigation measure(s) or continuation of
existing City programs, practices, or procedures, would remain significant, and thus be significant and
unavoidable, or would be reduced to a less-than-significant level.
The analysis of environmental impacts considers both the construction and operational phases associated
with implementation of the Transit Zoning Code (SD 84A and SD 84B) . As required by
Section 15126.2(a) of the CEQA Guidelines, direct, indirect, short-term, and/or long-term impacts are
addressed, as appropriate, for the environmental issue area being analyzed.
The Draft EIR uses the following terms to describe the level of significance of impacts identified during
the course of the environmental analysis:
Significant and Unavoidable Impact (SU)Impact that exceeds the defined threshold(s) of
significance and cannot be eliminated or reduced to a less-than-significant level through the
implementation of feasible mitigation measures
Potentially Significant Impact (PS)Impact that exceeds the defined threshold(s) of
significance and can be eliminated or reduced to a less-than-significant level through the
implementation of feasible mitigation measures
Less-Than-Significant Impact (LS)Impact that does not exceed the defined threshold(s) of
significance
Each impact discussion is separately numbered and includes a brief impact statement that summarizes
the subject of the analysis. This format is designed to assist the reader in quickly identifying the subject of
the impact analyses and for use in Table 1-1 (Summary of Environmental Effects and Mitigation
Measures), which forms the basis of the Mitigation Monitoring and Reporting Program. Impact numbers
and statements are not provided for Effects Found to Have No Impact. Accordingly, they are not
monitored as part of the Mitigation Monitoring and Reporting Program, and no impact numbers or
statements are necessary.

Cumulative Impacts
CEQA requires that EIRs discuss cumulative impacts, in addition to project-specific impacts. In
accordance with CEQA, the discussion of cumulative impacts must reflect the severity of the impacts
and the likelihood of their occurrence; however, the discussion need not be as detailed as the discussion
of environmental impacts attributable to the project alone. Further, the discussion is guided by the
standards of practicality and reasonableness. According to Section 15355 of the CEQA Guidelines:
Cumulative impacts refer to two or more individual effects which, when considered together, are
considerable or which compound or increase other environmental impacts.
(a) The individual effects may be changes resulting from a single project or a number of separate
projects.

4-4

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.0 Introduction to the Environmental Analysis

(b) The cumulative impact from several projects is the change in the environment, which results
from the incremental impact of the project when added to other closely related past, present,
and reasonably foreseeable probable future projects. Cumulative impacts can result from
individually minor but collectively significant projects taking place over a period of time.

Section 15130(a)(1) of the CEQA Guidelines further states that a cumulative impact consists of an
impact which is created as a result of the combination of the project evaluated in the EIR together with
other projects causing related impacts.
Section 15130(a) of the CEQA Guidelines also requires that EIRs discuss the cumulative impacts of a
project when the projects incremental effect is cumulatively considerable. Where a lead agency is
examining a project with an incremental effect that is not cumulatively considerable, it need not consider
the effect significant but shall briefly describe the basis for its conclusion. As further clarified by
Section 15065 of the CEQA Guidelines, cumulatively considerable means that the incremental effects
of an individual project are considerable when viewed in connection with the effects of past projects, the
effects of other current projects, and the effects of probable future projects. If the combined cumulative
impact associated with the projects incremental effect and the effects of other projects is not significant,
Section 15130(a)(2) of the CEQA Guidelines requires a brief discussion in the EIR of why the
cumulative impact is not significant and is not discussed in further detail. Section 15130(a)(3) of the
CEQA Guidelines requires supporting analysis in the EIR if a determination is made that a projects
contribution to a significant cumulative impact is rendered less than cumulatively considerable and,
therefore, is not significant. CEQA recognizes that the analysis of cumulative impacts need not be as
detailed as the analysis of project-related impacts, but instead should be guided by the standards of
practicality and reasonableness (CEQA Guidelines Section 15130[b]). The discussion of cumulative
impacts in the EIR focuses on whether the impacts of the Specific Plan are cumulatively considerable.
The fact that a cumulative impact is significant on the whole does not necessarily mean that the projectrelated contribution to that impact would be significant as well. Instead, under CEQA, a project-related
contribution to a significant cumulative impact is only significant if the contribution is cumulatively
considerable. To support each significance conclusion, the EIR provides a detailed cumulative impact
analysis, and where project-specific impacts have been identified that, together with the effects of other
pending projects, could result in cumulatively significant impacts, these potential impacts are
documented
The geographic scope of the cumulative impact analysis varies depending upon the specific
environmental issue area being analyzed. In addition to describing the geographic scope of analysis,
where appropriate, each section also designates the cumulative context within the designated geographic
area, which relates to the amount and type of growth that is anticipated to occur within the geographic
area. Finally, and where appropriate to the analysis in question, cumulative impacts are assessed with
reference to a list of off-site related projects, as described by CEQA Guidelines 15130(b).

References
This section identifies sources relied upon for each environmental topic area analyzed in this document
(Sections 4.1 through 4.13).

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4-5

4.1 Aesthetics/Visual Resources

4.1

AESTHETICS/VISUAL RESOURCES

This section describes the visual setting of the proposed Transit Zoning Code (SD 84A and SD 84B)
area and evaluates the potential for changes in visual character due to development under the Transit
Zoning Code (SD 84A and SD 84B). This section analyzes the general aesthetic effects of the Transit
Zoning Code (SD 84A and SD 84B) over the 450-acre project area, including the potential loss of
existing visual resources, such as landscaping and mature trees, effects on views, compatibility with visual
characteristics of surrounding land uses, and the likelihood that adjacent uses (sensitive receptors) would
be disturbed by light and glare generated or reflected by new structures. Data used to prepare this section
was taken from various sources, including surveys of the Transit Zoning Code (SD 84A and SD 84B)
area, and City planning documents.
One comment letter related to aesthetics was received from a private citizen in response to the Initial
Study/Notice of Preparation (IS/NOP) circulated for the Transit Zoning Code (SD 84A and SD 84B).
All comment letters are included in Appendix A, and their respective concerns and issues are addressed
within this section. Full bibliographic entries for all reference material are provided in Section 4.1.5
(References) of this section.

4.1.1

Environmental Setting

Overview of the Transit Zoning Code (SD 84A and SD 84B) Area
This Transit Zoning Code (SD 84A and SD 84B) involves over 100 blocks and approximately 450 acres,
and is generally bounded by First Street, Flower Street, Civic Center Drive, Interstate 5 (I-5), and Grand
Avenue. As stated in Chapter 2, the Transit Zoning Code (SD 84A and SD 84B) area is nearly entirely
built-out and developed with a variety of structures. The Transit Zoning Code (SD 84A and SD 84B)
area exhibits a wide range of uses, ranging from intimate, low-density, pre-World War II neighborhoods
and local schools, to the County of Orange government seat, which is a major regional employment
center containing a wide variety of government buildings ranging in height from one to twenty stories.
Based on the proposed districts of the Transit Zoning Code, the following loosely categorizes the
aesthetic character of those districts according to existing uses:
Government Center: One- to twenty-story civic buildings in a setting of superblocks offset by
large plazas and parking. Streetscapes are typically wide, in favor of automobiles.
Downtown: One- to six-story civic, residential, and mixed-use buildings in a setting of generally
square, 300-foot blocks, with alleys present in many blocks. The area is characterized by its unique
historic architecture and its designation as a National Register Historic District. Streetscapes are
varied with Fourth Street as the main street, historically and today.
First Street Corridor: One- to two-story residential and commercial buildings that ends the
downtown on the north and meets the Heninger and Eastside neighborhoods to the south.
Streetscapes are generally wide and in favor of automobiles.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1-1

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Lacy Neighborhood: One- to two-story single-family houses, neighborhood commercial to fourstory multi-family buildings with industrial at the east end. Streetscapes are varied and generally
supportive of the smaller scale, but in conflict with heavy industrial activity.
Logan Neighborhood: One- to two-story single-family houses, neighborhood commercial and
intense industrial operations, particularly outdoor operations. Streetscapes are varied and generally
supportive of the scale, but in conflict with heavy industrial activity.
Santa Ana Regional Transportation Center (SARTC) and Environs: Low-scale industrial area
with land-intensive activity in proximity to one of the three major transit stations in Southern
California.
The Transit Zoning Code (SD 84A and SD 84B) area is accessed by I-5 and by community-wide
connectors such as First Street, Civic Center Drive, Santa Ana Boulevard, and by regional connectors
such as Flower Street, Broadway, and Main Street.

Adjacent Land Uses


The Transit Zoning Code (SD 84A and SD 84B) area is located in the eastern portion of the City,
surrounded by existing urban development. Adjacent (off-site) uses include the following:
North: Single-family residential, office, and commercial uses, as well as I-5
East: Commercial and residential uses. I-5 is located immediately adjacent to portions of the
Specific Plan area
South: Institutional (including educational), commercial, industrial, and residential uses
West: Civic, residential, and commercial uses with open space located further to the west

Existing Views
Existing Viewsheds
A viewshed is a geographic area composed of land, water, biotic, or cultural elements that may be seen
from one or more viewpoints and that has inherent scenic qualities or aesthetic values determined by the
individual viewers. The viewsheds associated with the Transit Zoning Code (SD 84A and SD 84B) area
are characterized by natural and man-made features. The Santa Ana Mountains are visible from the
residential uses and streets, as well as commercial and office uses. The discussion below provides more
detailed descriptions of existing views from, of, and through the Transit Zoning Code (SD 84A and
SD 84B) area.

Views of and within the Transit Zoning Code (SD 84A and SD 84B) Area
Views of and within the Transit Zoning Code (SD 84A and SD 84B) area are generally limited to
immediately adjacent uses/structures. Views to the north, south, east, and west consist of adjacent
developed uses of varying scale, including residential, commercial, retail, industrial, institutional, office,
and educational uses. Although views looking east from the Transit Zoning Code (SD 84A and SD 84B)

4.1-2

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1 Aesthetics/Visual Resources

are primarily dominated by I-5 and commercial and office uses, background views of the Santa Ana
Mountains can be seen from both the western and eastern boundaries of the Transit Zoning Code
(SD 84A and SD 84B) area. Similar to views from within the Transit Zoning Code (SD 84A and SD 84B)
area, views of and through the Transit Zoning Code (SD 84A and SD 84B) area are dominated by
commercial, industrial, institutional, and office uses.
As mentioned below (in the Project Impacts and Mitigation section), First, Fourth, and Main Streets
are described in the Citys General PlanScenic Corridors Element as both Major City Entries and
Primary Street Corridors, which are significant transportation and activity corridors in the City and are
accessible from all freeways. As a result, primary views that are analyzed within this section are those of
and through the First, Fourth, and Main Street corridors. In addition, background views of the Santa Ana
Mountains through these corridors provide additional scenic resources. The locations of key
photographic viewpoints of the Transit Zoning Code (SD 84A and SD 84B) area that provide the basis
for this analysis are presented in Figure 4.1-1 (Viewpoint Key Map) and shown in Figure 4.1-2 through
Figure 4.1-5 (Viewpoints within the Transit Zoning Code [SD 84A and SD 84B]).
Views from the Downtown District
This neighborhood consists of one to six-story civic, residential, and mixed-use buildings in a setting of
approximately thirty 300-foot blocks, with alleys present in many blocks. The neighborhood connects the
Government Center to the Lacy and French Park neighborhoods to the east. With the exception of a few
super blocks and operational modifications such as one-way streets and the lack of on-street parking, the
historic street grid is largely intact. Vacant land in the district is limited with redevelopment or
rehabilitation of sites and/or existing buildings the primary opportunity for new activity. New buildings
in this district are generally up to five stories in height, mixed-use, with housing and/or offices above. In
addition, this neighborhood includes numerous historic properties, as designated by the City of Santa
Ana and the National Register.
Views from the First Street Corridor
This neighborhood consists of one to two-story residential, industrial, and commercial buildings that
ends the Downtown neighborhood on the north, and meets the Heninger and Eastside neighborhoods
to the south. Streetscapes are generally wide and in favor of automobiles. The neighborhood is
characterized by industrial sheds, outdoor storage, and activity with some recent, tilt-up, single-story
industrial buildings.
Views from the Lacy Neighborhood
This neighborhood is predominantly residential with structures ranging from one to two-story singlefamily houses and neighborhood commercial uses to four-story multi-family buildings with some
industrial uses located in the eastern portion of the neighborhood. The neighborhood connects with the
Downtown neighborhood to the west and an industrial area to the east, and is characterized by a variety
of post World War II, multi-family developments. Two super blocks exist and disrupt the physical
connections between the neighborhood and nearby areas. Streetscapes are varied and generally
supportive of the smaller scale, but in conflict with heavy industrial activity. Vacant land in the area is

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1-3

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

limited, with redevelopment or rehabilitation of sites and/or existing buildings the primary opportunity
for new activity. New buildings in this area are up to three-stories, primarily residential with some mixed
uses and corridor development along First Street.
Views from the Santa Ana Regional Transportation Center (SARTC) and Environs Neighborhood
This neighborhood consists of low-scale, industrial areas, with land-intensive activity in proximity to one
of the three major transit stations in southern California. This neighborhood represents the easternmost
area of the Transit Zoning Code (SD 84A and SD 84B). . The neighborhood is characterized by vacant
land, industrial sheds, and outdoor storage.

Artificial Light and Glare


Since the Transit Zoning Code (SD 84A and SD 84B) area is urban in nature, the existing area
consistently generates and is exposed to artificial light. A variety of sources produce artificial light within
the Transit Zoning Code (SD 84A and SD 84B) area, including streetlights, automobile headlights, and
interior and exterior lighting from commercial and office buildings. These light sources are most
noticeable during nighttime hours.
Glare results from sharply reflected light caused by sunlight or artificial light reflecting from highly
finished surfaces such as window glass or brightly colored surfaces. Glare is a common phenomenon in
the City, mainly due to the high proportion of days per year with direct sunlight and the highly urbanized
nature of the area, which provides many reflective surfaces. Glare from very bright artificial surfaces can
be considered a nuisance and, under very unusual circumstances, even a hazard.
Major sources of light and glare within the City include light from street and parking lot lights,
illuminated signage, headlights from vehicles, security lighting, and indoor lighting. The types of land
uses that are typically sensitive to excess light and glare include homes, hospitals, senior housing, and
other types of uses where excessive light may disrupt sleep. In addition, excessive light and glare may
interfere with the vision of drivers.

Shade & Shadow


Except for portions of the Government Center and Downtown neighborhoods, the current low- to midrise buildings within the Transit Zoning Code (SD 84A and SD 84B) area presently create limited shade
and shadow patterns that are contained within a close proximity to each building. In the portions of the
Transit Zoning Code area characterized by high-rise structures, such as the federal buildings, shadows
cast by existing on-site development are more extensive.

4.1-4

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Viewpoint

Government Center

1st Street Corridor

4
3

NORTH
NOT TO SCALE

Sources: Moule & Polyzoides Architects and Urbanists, 2007; PBS&J, 2010.

01101 | JCS | 10

FIGURE 4.1-1

Viewpoint Key Map


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Viewpoint 1: Viewing west along Fourth Street from French Street

Viewpoint 2: Viewing northeast from the intersection of Fourth Street and Bush Street
Source: PBS&J, 2007.

01101 | JCS | 10

FIGURE 4.1-2

Viewpoints 1 and 2 within the Transit Zoning Code (SD 84A and SD 84B) Area
0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Viewpoint 3: Viewing east down First Street from Bush Street

Viewpoint 4: Viewing east towards the intersection of Broadway and Second Street
Source: PBS&J, 2007.

01101 | JCS | 10

FIGURE 4.1-3

Viewpoints 3 and 4 within the Transit Zoning Code (SD 84A and SD 84B) Area
0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Viewpoint 5: Viewing east on along Fourth Street from Mortimer Street

Viewpoint 6: Viewing southwest towards the intersection of Fourth Street and Lacy Street
Source: PBS&J, 2007.

01101 | JCS | 10

FIGURE 4.1-4

Viewpoints 5 and 6 within the Transit Zoning Code (SD 84A and SD 84B) Area
0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Viewpoint 7: Viewing west along Fourth Street from Eastwood Avenue

Viewpoint 8: Viewing southwest from the intersection of Broadway and Santa Ana Boulevard
Source: PBS&J, 2007.

01101 | JCS | 10

FIGURE 4.1-5

Viewpoints 7 and 8 within the Transit Zoning Code (SD 84A and SD 84B) Area
0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1 Aesthetics/Visual Resources

4.1.2

Regulatory Framework

Federal
No existing federal regulations pertain to the visual resources within the Transit Zoning Code (SD 84A
and SD 84B) area.

State
No existing State of California (State) regulations pertain to the visual resources within the Transit
Zoning Code (SD 84A and SD 84B) area.

Local
Three elements of the Citys General Plan (Land Use, Urban Design, and Scenic Corridors Elements)
contain policies directly related to visual resources that would apply to the Transit Zoning Code (SD 84A
and SD 84B).. These elements and their respective policies, as well as the projects consistency with these
policies, are identified below.

City of Santa Ana General PlanLand Use Element


The Land Use Element of the Citys General Plan serves as a long-range guide for land use and
development in the City. This element indicates the type, location, and intensity of development and land
uses permitted in the City. The primary objective of the element is to assist in the management of future
growth, to improve the overall physical appearance, to minimize potential land use conflicts, and to
facilitate growth and development reflecting the communitys vision. The following policies are directly
applicable to aesthetics/visual resources for the Transit Zoning Code (SD 84A and SD 84B):
Policy 1.9

Coordinate street and parkway designs that are attractive,


functional, and compatible with on-site or adjacent
development.

Policy 1.10

Encourage the location of commercial centers at arterial roadway


intersections in commercial districts.

Policy 2.10

Support new development which is harmonious in scale and


character with existing development in the area.

Policy 3.1

Support development that provides a positive contribution to


the neighborhood character and identity.

Policy 3.4

Continue proactive code enforcement programs and activities.

Policy 3.5

Encourage new development and/or additions to existing


development that is compatible in scale and consistent with the
architectural style and character of the neighborhood.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1-15

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Policy 5.2

Protect the community from incompatible land uses.

Policy 5.5

Encourage development which is compatible with, and


supportive of surrounding land uses.

City of Santa Ana General PlanUrban Design Element


The Urban Design Element of the Citys General Plan establishes a long-range vision regarding the Citys
urban form, in order to orchestrate a safe, functional, and aesthetically pleasing urban environment. This
element aims to curtail obsolete, dysfunctional, and chaotic development. Specifically, this element
addresses outdoor space and building form, and establishes programs and measures to improve the
physical setting in which community life takes place. The following policies are directly applicable to
aesthetics/visual resources for the Transit Zoning Code (SD 84A and SD 84B):

4.1-16

Policy 1.1

New development and redevelopment projects must have the


highest quality design, materials, finishes, and construction.

Policy 1.4

Development and other design features that prevent loitering,


vandalism, graffiti, and visual deprivation, are to be included in
all projects.

Policy 2.2

New development must be consistent with the scale, bulk, and


pattern of existing development.

Policy 2.11

New developments must re-enforce, or help establish district


character.

Policy 2.12

Development and subdivision patterns are to be compatible with


existing patterns of development in and around districts and
neighborhoods, and provide a smooth transition along
designated edges.

Policy 3.3

Enhanced streetscapes, architectural themes, and landscaping are


to be provided to visually strengthen the path and enhance
adjacent development.

Policy 3.12

Scenic, historic, and attractive views along paths are to be


preserved.

Policy 3.13

Maximize and coordinate resources to improve visual impact at


key locations.

Policy 4.3

Architectural and landscape design should use public open space


as a means to enhance the aesthetic quality of the development
and conduct to community activities.

Policy 6.1

The design of development should frame and enhance


landmarks, natural features, and view corridors.

Policy 7.1

Gateways must be developed at strategically designated locations


to communicate a sense of arrival and positive image of the City.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1 Aesthetics/Visual Resources

Policy 7.2

Gateways to Santa Ana must include unique and distinctive


streetscape and development design.

Policy 7.4

Imaginative and distinctive features, such as entry monuments,


public art, decorative landscape, directional signs, landscape
statements, and architectural elements that project a positive
image and community character are to be used at City gateways.

City of Santa Ana General PlanScenic Corridors Element


The Scenic Corridors Element of the General Plan is designed to identify the Citys scenic corridors, and
thereby to designate them for special treatment and improvements. No Orange County (County) or
State-designated scenic highways run through the City; however, a number of major transportation
system and open space systems are of regional significance, in that many residents of the County form
their image of the City from their travels along these corridors. The following policies are related to
aesthetics/visual resources for the Transit Zoning Code (SD 84A and SD 84B).
Objective 1.1

Improve and develop the public portions of streetscapes in a comprehensive


manner.

Objective 1.3

Encourage improvement and maintenance of private properties along scenic


corridors.

Objective 2.3

Enhance the attractiveness of neighborhoods, neighborhood edges, and other


Framework Plan components.

Consistency Analysis
The Transit Zoning Code (SD 84A and SD 84B) is intended to facilitate a well-designed mix of
development/redevelopment projects that combine residential and non-residential uses through
innovative and flexible design solutions. As shown above, the General Plan states that scenic views
should be preserved and new development should be designed to frame natural features and view
corridors. The Transit Zoning Code (SD 84A and SD 84B) is designed to be consistent with policies
contained in the General Plan, including those related to visual resources. The Transit Zoning Code
(SD 84A and SD 84B) is designed to permit development of vacant and underutilized lands within the
different neighborhoods to create an environment that would be neighborhood serving, and to increase
the visual quality of the Transit Zoning Code (SD 84A and SD 84B) area, and surrounding
neighborhoods. Additionally, the City would provide design review on a project-level basis, which would
consider architectural and aesthetic quality and compatibility with existing structures. Because the overall
project is designed to enhance and promote the aesthetic quality of the Transit Zoning Code (SD 84A
and SD 84B) area, implementation of the proposed project would not conflict with the identified
policies.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1-17

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

4.1.3

Project Impacts and Mitigation

Analytic Method
This analysis of aesthetic/visual resource impacts focuses on the nature and magnitude of changes in the
visual character of the Transit Zoning Code (SD 84A and SD 84B) area due to the proposed project,
including the visual compatibility of future permitted land uses and adjacent uses, vantage points where
visual changes could be evident, and the introduction of sources of light and glare. Site visits by PBS&J
staff documented the existing visual character and context of the Transit Zoning Code (SD 84A and
SD 84B) area.
The basic unit of analysis of aesthetics and visual quality impacts in this EIR is the individual viewshed;
the analysis focuses primarily on comparing the existing visual characteristics of a particular viewshed,
the program elements that would be introduced into the viewshed, and the potential blockage by these
structures of significant viewsheds. In addition, the structures effect on the visual character of the
Transit Zoning Code (SD 84A and SD 84B) area and immediate surroundings in terms of the
compatibility of height, mass, and form with respect to structures in and adjacent to the Transit Zoning
Code (SD 84A and SD 84B) area is also evaluated. A significant impact would occur where the Transit
Zoning Code (SD 84A and SD 84B) would introduce structures or elements that would be inconsistent
with existing patterns of development, thereby degrading the visual character or quality of the Transit
Zoning Code (SD 84A and SD 84B) area, or creating substantial sources of light or glare, or where
documented and important scenic resources or scenic vistas would be damaged or destroyed. Vantage
points and associated view corridors were chosen for analysis based on views considered significant in
the Citys General PlanScenic Corridors Element, in consideration of significant public views that
could be affected by the Transit Zoning Code (SD 84A and SD 84B) . Significant impacts to views would
occur where documented and important scenic resources or scenic vistas would be damaged or destroyed
by the introduction of new structures.
Light and glare are considered for the Transit Zoning Code (SD 84A and SD 84B) as a whole. The
primary sources would be exterior lighting associated with the commercial and residential development,
as well as security lighting in the parking areas. The primary new source of glare would be the surfaces of
proposed structures. A significant impact would occur where projects constructed pursuant to the
standards of the Transit Zoning Code (SD 84A and SD 84B) would create a new, substantial source of
light or glare.

Thresholds of Significance
The following thresholds of significance are based on Appendix G of the 2007 CEQA Guidelines. For
purposes of this EIR, implementation of the Transit Zoning Code (SD 84A and SD 84B) may have a
significant adverse impact on aesthetics/visual resources if it would result in any of the following:
Have a substantial adverse effect on a scenic vista
Substantially damage scenic resources, including, but not limited to, trees, rock outcroppings, and
historic buildings within a state scenic highway

4.1-18

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1 Aesthetics/Visual Resources

Substantially degrade the existing visual character or quality of the site and its surroundings
Create a new source of substantial light or glare which would adversely affect day or nighttime
views in the area
Additionally, the City uses the following criterion to measure shade and shadow impacts:
A project would be considered to create significant shade/shadow impacts if shade/shadow from
the project results in a substantial loss of sunlight in a residential area or other sensitive receptor.
Other sensitive receptors would include schools and parks.

Effects Found to Have No Impact


Threshold

Would the project substantially damage scenic resources, including, but not
limited to, trees, rock outcroppings, and historic buildings within a State scenic
highway?

The City does not have any State- or County-designated scenic highways. Nor are there any State- or
County-designated scenic highways located nearby. Within the Transit Zoning Code (SD 84A and
SD 84B) area, the City has designated First, Fourth, and Main Streets as both Major City Entries and
Primary Street Corridors, with Seventeenth and Bristol Streets having both been designated as Secondary
Street Corridors. Impacts to these scenic resources are addressed below, in Impact 4.1-1. Consequently,
implementation of the Transit Zoning Code (SD 84A and SD 84B) would not substantially damage
scenic resources within a State scenic highway, and no further analysis is necessary in this EIR.

Effects Found to Be Less Than Significant


Threshold

Impact 4.1-1

Would the project have a substantial adverse effect on a scenic vista?

The potential mix of development/redevelopment projects that combine


residential and non-residential uses within the Transit Zoning Code
(SD 84A and SD 84B) area would not cause an obstruction of significant
public views or vistas. This would be a less-than-significant impact.

For purposes of this analysis, scenic resources can include natural open spaces, topographic
formations, and landscapes. Many people associate natural landforms and landscapes with scenic
resources, such as oak woodlands, lakes, rivers, streams, and some historical areas. Scenic resources can
also include urban open spaces and the built environment. Examples of these would include parks, trails,
pathways, nature centers, archaeological, historical resources, and architectural features. With respect to
the Transit Zoning Code (SD 84A and SD 84B) area, First, Fourth, and Main Streets qualify as scenic
resources under this definition due to their local designation as Major City Entries within the Scenic
Corridors Element of the Citys General Plan.
The Transit Zoning Code (SD 84A and SD 84B) would guide the future development and improvements
within the project area through implementation of the associated development standards. Development
under the proposed Transit Zoning Code (SD 84A and SD 84B) would introduce development forms

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1-19

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

and uses that will allow new in-fill development and adaptive re-use that respects and strengthens the
existing built form of the area. The majority of the Transit Zoning Code (SD 84A and SD 84B) area is
currently developed; however, the proposed project would establish the framework for new development
in the area through the re-use of existing buildings. Implementation of the proposed project would create
development standards such that the physical design of the proposed uses would enhance the visual
character and quality of the area.
The proposed Transit Zoning Code (SD 84A and SD 84B)is divided into nine zones: Transit Village
(TV) Zone, Government Center (GCD) District, Downtown (DT) Zone, Urban Center (UC) Zone,
Corridor (CDR) Zone, Urban Neighborhood 2 (UN-2) Zone, Urban Neighborhood 1 (UN-1) Zone,
Manufacturing Overlay (MO) Zone and Open Space (OS) Zone. These nine zones would contain
varying mixtures of building heights and aesthetic characteristics in the heavily traveled eastern entryway
of the City. Future development within the Transit Zoning Code (SD 84A and SD 84B) area would
provide an effective new gateway into the City. The standards requiring varying heights and massing of
new buildings would provide a distinctive skyline with planar changes that would create visual interest in
the area. The inclusion of ground-floor commercial space at strategic locations, as well as a highly
integrated pedestrian/transit system throughout the Transit Zoning Code (SD 84A and SD 84B) area
would also create an internal physical and visual connection for pedestrians and travelers with adjacent
mixed-use buildings, where one does not currently exist.
Presently, existing views of the Transit Zoning Code (SD 84A and SD 84B) area are primarily available
from adjacent commercial and office uses, as well as from portions of First, Fourth, and Main Streets,
and I-5. Limited views of the Transit Zoning Code (SD 84A and SD 84B) area are available from the
residential uses to the north, south, and west. The existing views of the area could be significantly altered
with the introduction of revitalization development. Views of the Transit Zoning Code (SD 84A and
SD 84B) area from First, Fourth, and Main Streets and I-5 would be most significantly altered, as the
Transit Zoning Code (SD 84A and SD 84B) area as a whole is most visible when traveling along these
routes.
Sensitive receptors located in and near the Transit Zoning Code (SD 84A and SD 84B) area includes
residential uses within the Downtown, First Street Corridor, Lacy and Logan neighborhoods, and
residential neighborhoods bordering the Transit Zoning Code (SD 84A and SD 84B) area to the north,
south, and west. Under the Transit Zoning Code (SD 84A and SD 84B), development that would occur
would reflect the relationship to the adjacent residential uses. Specifically, while the western portion of
the Transit Zoning Code (SD 84A and SD 84B) would remain largely unchanged, except for the addition
of streetscapes, the northern and southern portions of the Transit Zoning Code (SD 84A and SD 84B)
area would seek to preserve the historic element that these areas possess. Mixed residential/commercial
and live/work uses are also planned for these areas, providing for an ease in transition and buffer from
residential, to more retail/commercial uses. New development in this area would be designed to provide
an appropriate interface with high levels of landscaping and design features that minimize impacts to
adjacent residential uses.
Although future development would incorporate a range of architectural styles, building heights, and
massing, new projects constructed pursuant to the Transit Zoning Code (SD 84A and SD 84B)would

4.1-20

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1 Aesthetics/Visual Resources

provide a visual entryway to the City from multiple locations, including along First, Fourth, and Main
Streets, as well as from the I-5 freeway. Specifically, a new skyline of varying building forms and heights
could be created along these major thoroughfares by new development, and would not degrade views
from adjacent roadways or uses. The design and development standards contained within the Transit
Zoning Code (SD 84A and SD 84B), are intended to create a unified identity within the area, with
buildings that are compatible in scale, design, character, quality, and style. While some portions of the
Transit Zoning Code (SD 84A and SD 84B) area are more visually prominent than others due to location
of streets and existing view corridors, design and development standards contained within the Transit
Zoning Code (SD 84A and SD 84B) would ensure that each future development project includes
appropriate site planning, unique architecture, high-quality building materials, extensive indoor and
outdoor amenities and first-rate public improvements. Essentially, the Transit Zoning Code (SD 84A and
SD 84B) would ensure that form, height, and treatment of buildings would reinforce the prominence and
role of major urban spaces and streets.
The addition of open space, and landscape and streetscape improvements throughout the Transit Zoning
Code (SD 84A and SD 84B) area would also improve the aesthetics of the overall area and create a
pedestrian-friendly environment that could include widened sidewalks, bike paths, street trees, and street
furniture. Thus, the Transit Zoning Code (SD 84A and SD 84B) would provide the area with a set of
improvement and development standards that enhance the current level of aesthetics associated with the
area. Upon its adoption, future development in the Transit Zoning Code (SD 84A and SD 84B) area
would be guided by and be in conformance with the development standards of the proposed Transit
Zoning Code (SD 84A and SD 84B), which would result in new buildings with common architectural
design and that would be compatible in scale, mass, and density.
Although long-term visual characteristics of the Transit Zoning Code (SD 84A and SD 84B) area would
be altered with development under the Transit Zoning Code (SD 84A and SD 84B) standards, it would
visually enhance the area and provide the City with a distinctive entryway identity. The proposed project
would also contains standards for pedestrian/roadway design that provides standards for contiguous
landscaped pedestrian areas throughout the Transit Zoning Code (SD 84A and SD 84B) area in order to
promote active street life. Thus, although views of the Transit Zoning Code (SD 84A and SD 84B) area
would be modified, the proposed project would not degrade the existing visual character or quality of the
Transit Zoning Code (SD 84A and SD 84B) area and its surroundings. Rather, development under the
Transit Zoning Code (SD 84A and SD 84B) would contribute to the image of, and add to the aesthetic
quality of the City. As such, development under the proposed project would not degrade the existing
visual quality of the area or obstruct key existing views and/or vistas in the vicinity. This impact is
considered less than significant.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1-21

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Threshold

Impact 4.1-2

Would the project substantially degrade the existing visual character or quality of
the site and its surroundings?

Long-term cumulative development within the project area, along with


associated infrastructure improvements would alter the existing visual
character or quality of the Transit Zoning Code (SD 84A and SD 84B) area.
This is considered a less-than-significant impact.

Short-Term Construction Impacts


Visual impacts associated with any construction activities resulting from the proposed development or
individual projects that might be constructed over time would include exposed pads and staging areas for
grading, excavation, and construction equipment. In addition, temporary structures could be located in
the Transit Zoning Code (SD 84A and SD 84B) area during various stages of demolition or construction,
within materials storage areas, or associated with construction debris piles on site and off site. Also,
exposed trenches, roadway bedding (soil and gravel), spoils/debris piles, and possibly steel plates would
be visible for utilities infrastructure improvements, as well as for roadway improvements. Due to the
built-out nature of the project area, future development projects would most likely be individual
locations on previously developed sites, which would not necessitate mass grading over large
undeveloped areas.
Although these activities would take place primarily within the Transit Zoning Code (SD 84A and
SD 84B) area, these visual impacts could affect surrounding land uses to the north, south, and east.
Automobiles traveling along I-5 freeway could have short-term views of the Transit Zoning Code
(SD 84A and SD 84B) area during construction activities. In addition, motorists and pedestrians in the
vicinity of intersections at which roadway improvements would occur would have views of construction
associated with project improvements; however, these visual conditions would be temporary visual
distractions typically associated with construction activities and commonly encountered in developed
areas. In addition, the Citys building code requires screening and pedestrian protection for sidewalks
during construction activities. Therefore, this short-term impact would be considered less than
significant.

Operation
The proposed Transit Zoning Code (SD 84A and SD 84B) would allow the construction of 220 housing
units, which includes an affordable component, as well as create zoning to allow for the development of
high-quality mixed-use, transit-supportive projects consisting of residential, office, commercial, industrial,
open space, and entertainment uses within a community of street and sidewalk-facing buildings on urban
blocks separated by streets, sidewalks, pedestrian paseos, and courtyards. A variety of massing and forms
would be encouraged to introduce variety at the ground plane and skyline of the Transit Zoning Code
(SD 84A and SD 84B) area and to ensure that new development strengthens and enhances existing
neighborhoods
The Transit Zoning Code (SD 84A and SD 84B) would work to reinforce the existing scale of
development, transitioning from the high-rise buildings within the Government Center east, to

4.1-22

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1 Aesthetics/Visual Resources

Downtown, and then on to the low- to mid-rise residential neighborhoods of Lacy Neighborhood, First
Street Corridor, and Logan Neighborhood. Development on sites throughout the Transit Zoning Code
(SD 84A and SD 84B) area would encourage connections and linkages to other sites in the area and
surrounding community amenities, while individual building typologies and unit designs would facilitate
pedestrian activity and visual connectivity with surrounding development through active sidewalks. To
establish interaction between the properties and reinforce the long-term development of the Specific
Plan area as pedestrian friendly, streetscapes utilizing a large variety of trees, as well as open/joint-use
space, is planned. To further establish human scale and interest and a sense of urban variety and
liveliness, architectural diversity with regard to unit types, building types, massing, forms and styles would
be strongly encouraged.
The incorporation of new landscaping and streetscape within the Transit Zoning Code (SD 84A and
SD 84B) area would provide an additional visual improvement to the City. New landscaping would occur
as new developments are implemented throughout the Transit Zoning Code (SD 84A and SD 84B) area,
and serve to soften and buffer views of the proposed structures. New landscaping features would include
potted plants, mature trees, turf surfaces, outdoor furniture, decorative lighting, and other amenities
intended to add variety and contribute to a sense of human scale. Other design guidelines and
requirements in the Transit Zoning Code (SD 84A and SD 84B)area will help ensure maximum
compatibility of design, minimization of light and glare, promote pedestrian-friendly entries and uses, and
promote the use of compatible exterior materials. In general, the new development projects that could be
constructed would serve to improve the aesthetic character of the Transit Zoning Code (SD 84A and
SD 84B)area given the architectural design and development standards required for the new
developments, the use of design elements, such as landscaped view corridors, and walkways; and the new
landscape requirements. Additionally, supporting infrastructure, such as telecommunications equipment
and utility lines, will be appropriately screened from view or placed underground.
In general, implementation of the proposed Transit Zoning Code (SD 84A and SD 84B) would enhance
the visual character of the area through the design and development standards described above.
Although future development could result in taller buildings in certain neighborhoods compared to
existing uses, the overall changes that are proposed would be designed to create visually attractive and
compatible uses. Additionally, future development would be required to adhere to policies identified in
the Citys General Plan Elements, as identified in the Regulatory Framework. Consequently, future
development under the Transit Zoning Code (SD 84A and SD 84B) would improve the existing visual
character, and this impact would be less than significant.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1-23

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Threshold

Impact 4.1-3

Would the project create a new source of substantial light or glare which would
adversely affect day or nighttime views in the area?

Long-term cumulative development occurring pursuant to the Transit


Zoning Code, and associated infrastructure improvements could result in
new sources of increased daytime glare. This is considered a potentially
significant impact; however, implementation of Mitigation Measure 4.1-1
would reduce impacts to a less-than-significant level.

Development under the Transit Zoning Code (SD 84A and SD 84B) would create new sources of light
and glare in the Transit Zoning Code (SD 84A and SD 84B) area. The Transit Zoning Code (SD 84A
and SD 84B) would result in greater intensity and density of development over that which exists,
resulting in a greater potential for light and glare impacts. Artificial lighting would accompany all new
development, including exterior lighting for parking lots, signs, walkways, and interior lighting which
could be visible outside. Thus, some areas may experience an increase in lighting with future
development. High-intensity structures would also cause spillover light to adjacent lots. Glare from
reflective surfaces would occur with developments that use mirrors, bright lights, and other reflective
surfaces for building faades.
Generally, light poles and exterior lighting which spill over to adjacent properties may be considered
adverse if these properties are considered light-sensitive uses, such as residential homes, hospitals, or
nursing homes. In addition, driveway design, which directs vehicle headlights into sensitive land uses,
could have adverse impacts. The use of reflective surfaces and facades on buildings could also create
glare impacts on motorists driving along the surrounding streets. Avoidance of these design features
would help to reduce adverse light and glare impacts.
Glare may be produced by the increased amount of surface area of the proposed commercial and retail
structures associated with the Transit Zoning Code (SD 84A and SD 84B) , which could reflect or
concentrate sunlight and result in a potentially significant impact; however, implementation of design
features required by mitigation measure MM4.1-1, including the use of non-reflective textured surfaces
on building exteriors, as well as avoidance of the use of reflective glass, would reduce impacts to off-site
uses resulting from daytime glare from new development:
MM4.1-1

Proposed new structures shall be designed to maximize the use of textured or other non-reflective
exterior surfaces and non-reflective glass. Building materials shall be reviewed by the City of Santa
Ana prior to issuance of building permits for each project.

Implementation of mitigation measure MM4.1-1 would reduce impacts from daytime glare to a lessthan-significant level by eliminating or minimizing increased glare by the use of non-reflective glass and
non-reflective textured surfaces in future development.

4.1-24

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1 Aesthetics/Visual Resources

Impact 4.1-4

Long-term cumulative development occurring pursuant to the Transit


Zoning Code would result in new sources of spillover light. This is
considered a potentially significant impact; however, implementation of
mitigation measures MM4.1-2 and MM4.1-3 would reduce this impact to a
less-than-significant level.

Ambient Nighttime Light


The development of the proposed 220 housing units, as well as new projects within the Transit Zoning
Code (SD 84A and SD 84B) would result in the redevelopment, intensification, and reuse of existing
office or commercial uses, as well as development of limited vacant parcels. Nighttime lighting would be
included in future project development in a variety of forms including: security lighting; street and
parking area lighting; interior lighting for commercial, retail stores/restaurants and residential uses; as
well as increased vehicle headlights due to the intensified uses in the Transit Zoning Code (SD 84A and
SD 84B) area. It should be noted that no high-intensity lighting (e.g., sports field lighting) is currently
anticipated within the Transit Zoning Code (SD 84A and SD 84B) area. Due to the urbanized nature of
the surrounding area, a significant amount of ambient nighttime light currently exists, reducing the views
of stars and affecting views of the nighttime sky. Thus, the increase in nighttime light that could occur
under the Transit Zoning Code (SD 84A and SD 84B) would not significantly affect nighttime views of
the sky (ability to see stars), because such views are already limited in city settings. Therefore, impacts to
ambient nighttime light would be less than significant.

Spillover Light
Redevelopment, intensification, and reuse of existing office or commercial uses, as well as development
of limited vacant parcels in the Transit Zoning Code (SD 84A and SD 84B) area would introduce new
and potentially substantial sources of nighttime lighting. In addition, security and safety lighting would be
provided in parking areas, service passages, and common areas utilized by employees and visitors during
and after commercial operating hours.
This potential increase in the Transit Zoning Code (SD 84A and SD 84B) area lighting could potentially
affect adjacent uses if new buildings were developed next to existing sensitive uses (i.e., residential uses)
that presently do not experience impacts from existing lighting sources, or if tall buildings included
significant neon lighting or lighted signs.
The Transit Zoning Code (SD 84A and SD 84B) area would provide outdoor lighting standards that aim
to prevent impacts on surrounding residential uses. Although the Transit Zoning Code (SD 84A and
SD 84B) area would provide outdoor light standards, future development could create light pollution
disturbances which do not presently exist. Depending on the location and design specifications of
lighting on future buildings, lighting could present a potentially significant impact. Implementation of
mitigation measures MM4.1-2 and MM4.1-3 would be required:
MM4.1-2

All exterior lighting and advertising (including signage) shall be directed onto the specific location
intended for illumination (e.g., parking lots, driveways, and walkways) and shielded away from
adjacent properties and public rights-of-way to minimize light spillover onto adjacent areas.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1-25

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

MM4.1-3

Prior to issuance of a building permit for a specific development project, the applicant shall submit a
lighting plan to the City for review and approval. The plan shall specify the lighting type and
placement to ensure that the effects of security and other outdoor lighting are minimized on adjacent
uses and do not create spillover effects. The plan shall specifically incorporate the following design
features:
All projects shall incorporate project design features to shield light and/or glare from vehicles
entering or exiting parking lots and structures that face sensitive uses (e.g., schools, hospitals,
senior housing, or other residential properties) by providing barriers so that light from vehicle
headlights would not illuminate off-site sensitive uses.
All projects shall incorporate project design features to provide landscaping, physical barriers,
screening, or other buffers to minimize project-generated illumination from entering off-site areas
and to prevent glare or interference with vehicular traffic, in accordance with the Citys Municipal
Code.

Implementation of mitigation measures MM4.1-2 and MM4.1-3 would reduce potential lighting impacts
to a less-than-significant level to surrounding areas through appropriate site design and configuration.
Review and approval of the proposed lighting plan by the City would ensure that spillover lighting would
be minimized so as not to create light pollution disturbances to adjacent uses.

Effects Found to Be Significant


Threshold

Impact 4.1-5

Would the project result in a substantial increase in shade/shadows over uses


located off the site that are sensitive to shadow, such as residences, school
playgrounds, parks, etc.

Long-term cumulative development occurring pursuant to the Transit


Zoning Code (SD 84A and SD 84B) could result in a substantial increase in
shade/shadows over sensitive uses. This is considered a potentially
significant impact; as no feasible mitigation measures are available, this
impact would be considered significant and unavoidable.

The current low- to mid-rise buildings within the Transit Zoning Code (SD 84A and SD 84B) area create
limited shade and shadow patterns that are contained within a close proximity to each low- to mid-rise
building. Future development of new multi-story buildings in the Transit Zoning Code (SD 84A and
SD 84B) area may create new sources of shading that could impact shadow-sensitive uses in the vicinities
of the new development sites. For the purposes of analyzing shade/shadow impacts, a significant impact
would occur when shadow-sensitive uses (residential structures, schools, churches, parks, etc.) would be
shaded by a project-related structure for more than three hours between the hours of 9:00 A.M. and
3:00 P.M. Pacific Standard Time (PST) (between late October and early April), or for more than four
hours between the hours of 9:00 A.M. and 5:00 P.M. PST (between early April and late October). It should
also be noted that, in general, shadows extend in a northwesterly to northeasterly clockwise direction as a
day progresses. Due to the programmatic nature of this EIR, specific project-level design plans (including
building heights, positioning, and dimensions) are not available at this time, and a site-specific assessment
of shade and shadow impacts of proposed development under the Transit Zoning Code (SD 84A and
SD 84B) is not possible. The exception to this is the proposed development of the Agency properties.

4.1-26

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1 Aesthetics/Visual Resources

The Developer proposal includes a variety of building types spread out over multiple parcels. The
buildings range in height with none exceeding 60 feet in height. This is consistent with the surrounding
development pattern and would not result in significant shade/shadow impacts. In the future, when
specific development projects are proposed within the Transit Zoning Code (SD 84A and SD 84B) area
and due to the fact that the majority of development within the Transit Zoning Code (SD 84A and
SD 84B) area is approximately two to four stories in height, the following mitigation measure would be
implemented for any structure that would exceed four stories in height:
MM4.1-4

For any proposed structure that would exceed four stories in height, applicants shall submit a sitespecific shade/shadow report with renderings representing the level of shade/shadows associated with
the proposed development at the following times: 9:00 A.M., 12:00 P.M., 3:00 P.M. PST for the both
the winter and summer solstices. An additional rendering for the 5:00 P.M. PST time period shall be
prepared for the summer solstice period. Typically, a variety of criteria are used to determine the
significance of a shadow impact, including the following:
Affected land use (criticality of direct sunlight for the use)
Duration (hours per day in shadow)
Time of day (critical time period for direct sunlight)
Season (time of year use would be shadowed)
Extent (percentage of use that would be shadowed)
Preexisting condition (shadow condition due to existing buildings, landscaping, or other features)
Type (solid or dappled shadow)
The report shall include any feasible design considerations that would reduce the extent of shadows cast
by a proposed structure. The analysis and the project design plans shall be forwarded to the Planning
and Building Agency for review and approval.

However, even with inclusion of the above mitigation measure, it is reasonable to conclude at this level
of analysis that new sources of increased shade would likely result from new development under the
proposed Transit Zoning Code (SD 84A and SD 84B). In particular, should a twenty-story structure be
constructed in the Transit Village (TV) Zone, the residences located to the west, north, and east could be
impacted by the shadows cast by such a structure in excess of the three hours during the winter solstice
and/or the four hours during the summer solstice as described above. Since there is typically no feasible
mitigation available other than alteration of project design or relocation of uses to reduce to a level of
less than significant or eliminate shading impacts, this impact is considered significant and
unavoidable.

4.1.4

Cumulative Impacts

The geographic context for this analysis of cumulative aesthetic/visual resource impacts includes areas
with views of the Transit Zoning Code (SD 84A and SD 84B) area, within a 1.5-mile radius. This analysis
accounts for all anticipated cumulative growth within this geographic area, as represented by full
implementation of the Citys General Plan Framework (see Section 4.7 [Land Use and Planning] for
definition and discussion) and development of the related projects provided in Table 3-3 in Chapter 3.0
(Project Description).
City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1-27

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Views of scenic resources and corridors are protected from adverse impact by City ordinances, the
CEQA review process, and through the application of guidelines for the preservation of visual integrity
contained in planning documents such as the General Plan Framework. Within the surrounding area, the
major scenic resources (as analyzed in this document) including the First, Fourth, and Main Street scenic
corridors, which are identified as both Major City Entries and Primary Street Corridors. As discussed
above under Impact 4.1-1, although future development in the Transit Zoning Code (SD 84A and
SD 84B) would alter the First, Fourth, and Main Street scenic corridors, changes to the scenic vistas
would not be adverse; rather, development/redevelopment of vacant/underutilized lands and
architectural, landscaping, streetscape elements would enhance the aesthetic quality of these corridors
and would provide the City with distinctive identity features that do not presently exist. Therefore,
existing views of the corridors would remain and would not be adversely affected. As a result, the
contribution of the Transit Zoning Code (SD 84A and SD 84B) to impacts on views of scenic corridors
is not cumulatively considerable. This is considered to be a less-than-significant impact.
Because the City is an urban, developed area, it is anticipated that any future projects would generally be
consistent with the community design pattern established in the General Plan. In addition, future
development will continue to be guided by the General Plan and Zoning Code and would be subject to
review, which would consider the types and placement of planned development throughout the City.
Consequently, changes in land use that would substantially degrade the visual characteristics of the
surrounding area would generally not be permitted to occur under the General Plan or CEQA review,
thereby protecting the visual character of these areas. The Transit Zoning Code (SD 84A and SD 84B)
ensures that development occurs consistent with its surroundings, in terms of design, massing, and
building heights. Additional development within the surrounding area would constitute further
intensification of an already urban and largely built-out area and would generally occur through infill
development. Therefore, cumulative development would not be expected to result in substantial
degradation of the visual quality of the area. As such, because the overall Transit Zoning Code (SD 84A
and SD 84B) would not degrade the existing visual quality of the area, the proposed project would not
have cumulatively considerable contributions to this impact. Consequently, the cumulative change in the
visual character of the areas surrounding the Specific Plan area would be less than significant.
The City is nearly built out and contains numerous existing sources of daytime glare and nighttime
lighting. The geographic context for both issue areas (e.g., glare and lighting) is site-specific and includes
the areas adjacent to the Transit Zoning Code (SD 84A and SD 84B) area, including projects
implemented under buildout of the General Plan and those cumulative projects identified in Table 3-3
with views of the Transit Zoning Code (SD 84A and SD 84B) area. Cumulative development within the
surrounding areas could result in some increase in daytime glare, as specific building materials and
configurations are uncertain; however, these potential increases are likely to be minor and consistent with
the existing built environment due to limited development potential and existing City regulations.
Consequently, cumulative daytime glare within the surrounding area would be less than significant. As
implementation of the Transit Zoning Code (SD 84A and SD 84B) would not, after mitigation, result in
a significant daytime glare impact, the proposed project would not result in a cumulatively considerable
contribution to this impact. Therefore, cumulative impacts associated with daytime glare would not be
cumulatively considerable and would be less than significant.

4.1-28

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1 Aesthetics/Visual Resources

The City is urbanized, and contains numerous existing sources of nighttime lighting. As discussed above,
additional development within the areas surrounding the Transit Zoning Code (SD 84A and SD 84B)
area would constitute further intensification of an already urban and nearly built-out area, and would
generally occur through redevelopment or infill development. Although cumulative new development or
redevelopment could include direct illumination of project structures, features, and/or walkways, the
increase in ambient nighttime lighting levels in these areas would only raise minimally because a
significant amount of ambient lighting currently exists due to the urbanized nature of the City as a whole.
Thus, increases in nighttime lighting that would occur under cumulative development would not
significantly affect nighttime views of the sky because such views are already limited. Because nighttime
views of the sky are already limited due to the urbanized nature of the City, cumulative development
within the areas surrounding the Transit Zoning Code (SD 84A and SD 84B) area, in combination with
development under the proposed project, is not anticipated to result in the creation of new sources of
light that could negatively affect nighttime views. The proposed project would not result in a
cumulatively considerable contribution to this impact. Therefore, cumulative impacts associated with
ambient nighttime lighting would be considered less than significant.
The cumulative context for spillover light would be other development that could add to the spillover
light effects of the proposed project on properties in the adjacent residential neighborhoods. Spillover
light is a site-specific effect that could only be added to by other projects in the immediate vicinity of the
affected property. There are no other known projects along the boundaries of the existing residential
uses. The proposed project would not result in a cumulatively considerable contribution to this impact.
Therefore, cumulative impacts associated with spillover lighting would be considered less than
significant.
As noted in the discussion for Impact 4.1-5 above, new sources of increased shade would likely result
from new development under the proposed Transit Zoning Code (SD 84A and SD 84B). Since there is
typically no feasible mitigation available to reduce to less than significant or eliminate shading impacts,
significant and unavoidable shading impacts would result from the proposed Transit Zoning Code
(SD 84A and SD 84B) . Cumulative development of additional medium- and high-rise buildings would
lead to additional shade impacts to various shade-sensitive uses throughout the City. Therefore,
cumulative shading impacts are considered significant and unavoidable, and the future projects in the
Transit Village (TV) and Downtown (DT) Zones constructed pursuant to the Transit Zoning Code
would make a considerable contribution to this significant cumulative impact.

4.1.5

References

Santa Ana, City of. 1998a. Land Use Element. Santa Ana General Plan.
. 1998b. Scenic Corridors Element. Santa Ana General Plan.
. 1998c. Urban Design Element. Santa Ana General Plan.
. 2007. DraftSanta Ana Renaissance Specific Plan, April 27.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.1-29

4.2 Air Quality

4.2

AIR QUALITY

This section analyzes the potential for adverse impacts with respect to air quality that would result from
implementation of the proposed project. The Initial Study/Notice of Preparation (IS/NOP)
(Appendix A) identified the potential for impacts associated with violation of air quality standards or
substantial contribution to an existing or projected air quality violation; conflict with or obstruct
implementation of the applicable air quality plan; expose sensitive receptors to substantial pollutant
concentrations; or, cumulatively result in a considerable net increase in criteria pollutants for which the
project region is not in attainment.
No issues related to air quality were scoped out in the IS/NOP. Data used to prepare this section was
taken from various sources, including the South Coast Air Quality Management District (SCAQMD)
CEQA Air Quality Handbook, the SCAQMD Air Quality Analysis Guidance Handbook, the 2007 Air
Quality Management Plan (AQMP), and the Transit Zoning Code (SD 84A and SD 84B) Traffic Study
(December 2007).

4.2.1

Environmental Setting

Climate
The City of Santa Ana is situated on the Santa Ana River, which is located in the Santa Ana Valley in the
southwestern portion of California, approximately 10 miles from the Pacific Ocean. The City is located
within the South Coast Air Basin (Basin), named so because its geographical formation is that of a basin,
with the surrounding mountains trapping the air and its pollutants in the valleys or basins below. This
6,600-square-mile area includes all of Orange County and the non-desert portions of Los Angeles, San
Bernardino, and Riverside Counties. The regional climate within the Basin is considered semi-arid and is
characterized by warm summers, mild winters, infrequent seasonal rainfall, moderate daytime onshore
breezes, and moderate humidity. The air quality within the Basin is influenced by a wide range of
emission sources, such as dense population centers, heavy vehicular traffic, and industry, and
meteorology.
A semi-permanent, subtropical high-pressure cell over the Pacific Ocean largely controls the climate of
the Basin by moderating the difference in seasonal temperatures. The annual average temperature varies
little throughout the Basin, with the average in the middle 60s, measured in degrees Fahrenheit (F).
Coastal areas have a more pronounced oceanic influence, and show less variability in annual minimum
and maximum temperatures than inland areas. The City of Santa Ana is located in northern Orange
County, which is in the southern portion of the Basin. The annual average temperature in the City is
75.0F, with temperature ranges from approximately 68.0F in January to 82.0F in July.
Although the climate of the Basin can be characterized as semi-arid, the air near the land surface is quite
moist on most days because of the presence of a marine layer. This shallow layer of sea air is an
important modifier of Basin climate. Humidity restricts visibility in the Basin. The annual average relative
humidity is 71 percent along the coast and 59 percent inland. Because the ocean effect is dominant,

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-1

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

periods of heavy early morning fog are frequent and low stratus clouds are a characteristic feature. These
effects decrease with distance from the coast. The year-round humidity of Santa Ana is generally
53 percent, and the sun shines approximately 300 days out of the year. The majority of annual rainfall in
the Basin occurs between November and April. Summer rainfall is minimal and generally limited to
scattered thundershowers in coastal regions and slightly heavier showers in the eastern portion of the
Basin, along the coastal side of the mountains. Average rainfall in the City of Santa Ana is 12.99 inches
annually with a seasonal maximum of 30.59 inches in 19971998 and occurs almost exclusively from late
October to early April. The influence of rainfall on the contaminant levels in the Basin is minimal.
The Basin experiences a persistent temperature inversion, which is characterized by increasing
temperature with increasing altitude. This inversion limits the vertical dispersion of air contaminants,
holding them relatively near the ground. As the sun warms the ground and lower air layer, the
temperature of the lower air layer approaches the temperature of the base of the inversion (upper) layer
until the inversion layer finally breaks, allowing vertical mixing with the lower layer. The mixing height
for this inversion structure is normally situated 1,000 to 1,500 feet above mean sea level.
The vertical dispersion of air contaminants in the Basin is also affected by wind conditions. The
combination of stagnant wind conditions and low inversions produces the greatest pollutant
concentrations. On days of no inversion or high wind speeds, ambient air pollutant concentrations are
the lowest. During periods of low inversions and low wind speeds, air pollutants generated in urbanized
areas in the Basin are transported predominantly on-shore into Riverside and San Bernardino Counties.
The Santa Ana winds are strong, dry, north or northeasterly winds that occur during the fall and winter
months, and disperse air contaminants in the Basin. The Santa Ana winds often last for several days at a
time.
Winds in the vicinity of the proposed project site blow predominantly from the south-southwest, with
relatively low velocities. Wind speeds at the proposed project site average about 4.75 miles per hour.
Summer wind speeds are, on average, slightly higher than winter wind speeds. Peak gust velocities can
reach as high as 68 miles per hour.3

Air Quality Background


Air pollutant emissions within the Basin are generated by stationary and mobile sources. Stationary
sources can be divided into two major subcategories: point and area sources. Point sources are usually
required to have a permit from the SCAQMD in order to operate. Point sources typically occur at
specific identified locations, and are usually associated with manufacturing and industry. Some examples
of point sources are boilers or combustion equipment that produce electricity or generate heat, such as
heating, ventilation, and air conditioning (HVAC) units. Area sources are widely distributed and produce
many small emissions, thus the SCAQMD does not require permits to operate. The area-wide use of area
sources contributes to regional air pollution. Examples of area sources include residential and
commercial water heaters, painting operations, portable generators, lawn mowers, agricultural fields,
National Oceanic and Atmospheric Administration, National Climatic Data Center, Climatic Wind Data for the United
States, 1930-1996, http://www.ncdc.noaa.gov/oa/mpp/freedata.html, Accessed October 31, 2007.

4.2-2

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

landfills, and consumer products, such as barbeque lighter fluid and hairspray. Mobile sources are
classified as either on-road or off-road sources and account for the majority of the air pollutant emissions
within the Basin. Examples of mobile sources are emissions from motor vehicles, including tailpipe and
evaporative emissions. On-road sources are those that are legally operated on roadways and highways.
Off-road sources include aircraft, ships, trains, and construction vehicles.
Mobile sources account for the majority of the air pollutant emissions within the Basin. However, air
pollutants can also be generated by the natural environment, such as when fine dust particles are pulled
off the ground surface and suspended in the air during high winds.
Both the federal and state governments have established ambient air quality standards for outdoor
concentrations of specific pollutants which are referred to as criteria pollutants, in order to protect
public health. The national and state ambient air quality standards have been set at concentration levels
that will protect the most sensitive persons from illness or discomfort with a margin of safety. Applicable
ambient air quality standards are identified later in this section. The SCAQMD is responsible for bringing
air quality in the Basin into attainment with the national and state ambient air quality standards.
The criteria pollutants for which federal and state standards have been promulgated and that are most
relevant to air quality planning and regulation in the Basin are ozone, carbon monoxide, fine suspended
particulate matter, nitrogen dioxide, sulfur dioxide, and lead. In addition, toxic air contaminants are of
concern in the Basin. Each of these is briefly described below.
Ozone (O3) is a gas that is formed when volatile organic compounds (VOCs) and nitrogen oxides
(NOX), both byproducts of internal combustion engine exhaust, undergo slow photochemical
reactions in the presence of sunlight. Ozone concentrations are generally highest during the
summer months when direct sunlight, light wind, and warm temperature conditions are favorable
to the formation of this pollutant.
Carbon Monoxide (CO) is a colorless, odorless gas produced by the incomplete combustion of
fuels. CO concentrations tend to be the highest during the winter morning, with little to no wind,
when surface-based inversions trap the pollutant at ground levels. Motor vehicles operating at slow
speeds are the primary source of CO in the Basin because the CO is emitted directly from internal
combustion engines. The highest ambient CO concentrations are generally found near congested
transportation corridors and intersections.
Respirable Particulate Matter (PM10) and Fine Particulate Matter (PM2.5) consist of extremely
small, suspended particles or droplets 10 microns and 2.5 microns or smaller in diameter,
respectively. Some sources of particulate matter, like pollen and windstorms, are naturally
occurring. However, in populated areas, most particulate matter is caused by road dust, diesel soot,
combustion products, abrasion of tires and brakes, and construction activities.
Nitrogen Dioxide (NO2) is a nitrogen oxide compound that is produced by the combustion of
fossil fuels, such as in internal combustion engines (both gasoline and diesel powered), as well as
point sources, especially power plants. Of the seven types of nitrogen oxide compounds, NO2 is
the most abundant in the atmosphere. Commuters in heavy traffic may be exposed to higher
concentrations of NO2 than those indicated by regional monitors, because ambient concentrations
of NO2 are related to traffic density.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-3

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Sulfur Dioxide (SO2) is a colorless, extremely irritating gas or liquid which enters the atmosphere
as a pollutant, mainly as a result of burning high sulfur-content fuel oils and coal, as well as from
chemical processes occurring at chemical plants and refineries. When sulfur dioxide oxidizes in the
atmosphere, it forms sulfates (SO4). Collectively, these pollutants are referred to as sulfur oxides
(SOX).
Lead (Pb) is a solid heavy metal that can exist in air pollution as an aerosol particle component.
An aerosol is a collection of solid, liquid, or mixed-phase particles suspended in the air. Lead was
first regulated as an air pollutant in 1976. Leaded gasoline was first marketed in 1923 and was used
in motor vehicles until around 1970. The exclusion of lead from gasoline helped to decrease
emissions of lead in the United States from 219,000 to 4,000 short tons per year between 1970 and
1997. Even though leaded gasoline has been phased out in most countries, some still use leaded
gasoline. Lead ore crushing, lead-ore smelting, and battery manufacturing are currently the largest
sources of lead in the atmosphere in the United States. Other sources include dust from soils
contaminated with lead-based paint, solid waste disposal, and crustal physical weathering. The
mechanisms by which lead can be removed from the atmosphere (sinks) include deposition to
soils, ice caps, oceans, and inhalation. Lead accumulates in bones, soft tissue, and blood and can
affect the kidneys, liver, and nervous system. The more serious effects of lead poisoning include
behavior disorders, mental retardation, and neurological impairment. Low levels of lead in fetuses
and young children can result in nervous system damage, which can cause learning deficiencies and
low IQs. Lead may also contribute to high blood pressure and heart disease.
Lead concentrations once exceeded the state and national air quality standards by a wide margin
but have not exceeded state or national air quality standards at any regular monitoring station since
1982. Lead is no longer an additive to normal gasoline, which is the main reason concentration of
lead in the air is low. The proposed Project will not emit lead, and therefore, lead is eliminated
from further review in this analysis.
Toxic Air Contaminants (TACs) refer to a diverse group of air pollutants that are capable of
causing chronic (i.e., of long duration) and acute (i.e., severe but of short duration) adverse effects
on human health. TACs include both organic and inorganic chemical substances that may be
emitted from a variety of common sources including gasoline stations, motor vehicles, dry
cleaners, industrial operations, painting operations, and research and teaching facilities. Toxic air
contaminants are different than criteria pollutants in that ambient air quality standards have not
been established for them, largely because there are hundreds of air toxics and their effects on
health tend to be local rather than regional.
State standards have been promulgated for other criteria air pollutants, including SO4, hydrogen sulfide,
Pb, and visibility-reducing particles. The state also recognizes vinyl chloride as a TAC, but with an
undetermined threshold level of exposure for adverse health effects. Vinyl chloride and hydrogen sulfide
emissions are generally generated from mining, milling, refining, smelting, landfills, sewer plants, cement
manufacturing, or the manufacturing or decomposition of organic matter. The state standards for sulfate
and visibility reducing particles are not exceeded anywhere in the Basin. Lead is typically only emitted
during demolition of structures expected to include lead-based paint and materials. However, the
developer would be required to follow federal and state regulations that govern the renovation and
demolition of structures where materials containing lead are present.

4.2-4

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

Health Effects of Air Pollutants


Ozone
Individuals exercising outdoors, children, and people with preexisting lung disease, such as asthma and
chronic pulmonary lung disease, are considered to be the most susceptible sub-groups for ozone effects.
Short-term exposure (lasting for a few hours) to ozone at levels typically observed in Southern California
can result in breathing pattern changes, reduction of breathing capacity, increased susceptibility to
infections, inflammation of the lung tissue, and some immunological changes. Elevated ozone levels are
associated with increased school absences. In recent years, a correlation between elevated ambient ozone
levels and increases in daily hospital admission rates, as well as mortality, has also been reported. An
increased risk for asthma has been found in children who participate in multiple sports and live in high
ozone communities.
Ozone exposure under exercising conditions is known to increase the severity of the responses described
above. Animal studies suggest that exposure to a combination of pollutants that includes ozone may be
more toxic than exposure to ozone alone. Although lung volume and resistance changes observed after a
single exposure diminish with repeated exposures, biochemical and cellular changes appear to persist,
which can lead to subsequent lung structural changes.

Carbon Monoxide
Individuals with a deficient blood supply to the heart are the most susceptible to the adverse effects of
CO exposure. The effects observed include earlier onset of chest pain with exercise, and
electrocardiograph changes indicative of worsening oxygen supply to the heart.
Inhaled CO has no direct toxic effect on the lungs, but exerts its effect on tissues by interfering with
oxygen transport and competing with oxygen to combine with hemoglobin present in the blood to form
carboxyhemoglobin (COHb). Hence, conditions with an increased demand for oxygen supply can be
adversely affected by exposure to CO. Individuals most at risk include fetuses, patients with diseases
involving heart and blood vessels, and patients with chronic hypoxemia (oxygen deficiency) as seen at
high altitudes.
Reduction in birth weight and impaired neurobehavioral development have been observed in animals
chronically exposed to CO, resulting in COHb levels similar to those observed in smokers. Recent
studies have found increased risks for adverse birth outcomes with exposure to elevated CO levels; these
include pre-term births and heart abnormalities.

Particulate Matter
A consistent correlation between elevated ambient fine particulate matter (PM10 and PM2.5) levels and an
increase in mortality rates, respiratory infections, number and severity of asthma attacks and the number
of hospital admissions has been observed in different parts of the United States and various areas around
the world. In recent years, some studies have reported an association between long-term exposure to air

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-5

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

pollution dominated by fine particles and increased mortality, reduction in life span, and an increased
mortality from lung cancer.
Daily fluctuations in PM2.5 concentration levels have also been related to hospital admissions for acute
respiratory conditions in children, to school and kindergarten absences, to a decrease in respiratory lung
volumes in normal children, and to increased medication use in children and adults with asthma. Recent
studies show lung function growth in children is reduced with long-term exposure to particulate matter.
The elderly, people with pre-existing respiratory or cardiovascular disease, and children appear to be
more susceptible to the effects of high levels of PM10 and PM2.5.

Nitrogen Dioxide
Population-based studies suggest that an increase in acute respiratory illness, including infections and
respiratory symptoms in children (not infants), is associated with long-term exposure to NO2 at levels
found in homes with gas stoves, which are higher than ambient levels found in Southern California.
Increase in resistance to air flow and airway contraction is observed after short-term exposure to NO2 in
healthy subjects. Larger decreases in lung functions are observed in individuals with asthma or chronic
obstructive pulmonary disease (e.g., chronic bronchitis, emphysema) than in healthy individuals,
indicating a greater susceptibility of these sub-groups.
In animals, exposure to levels of NO2 considerably higher than ambient concentrations results in
increased susceptibility to infections, possibly due to the observed changes in cells involved in
maintaining immune functions. The severity of lung tissue damage associated with high levels of ozone
exposure increases when animals are exposed to a combination of ozone and NO2.

Sulfur Dioxide
A few minutes of exposure to low levels of SO2 can result in airway constriction in some asthmatics, all
of whom are sensitive to its effects. In asthmatics, increase in resistance to airflow, as well as reduction in
breathing capacity leading to severe breathing difficulties, are observed after acute exposure to SO2. In
contrast, healthy individuals do not exhibit similar acute responses even after exposure to higher
concentrations of SO2.
Animal studies suggest that despite SO2 being a respiratory irritant, it does not cause substantial lung
injury at ambient concentrations. However, very high levels of exposure can cause lung edema (fluid
accumulation), lung tissue damage, and sloughing off of cells lining the respiratory tract.
Some population-based studies indicate that the mortality and morbidity effects associated with fine
particles show a similar association with ambient SO2 levels. In these studies, efforts to separate the
effects of SO2 from those of fine particles have not been successful. It is not clear whether the two
pollutants act synergistically or one pollutant alone is the predominant factor.

4.2-6

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

Lead
Fetuses, infants, and children are more sensitive than others to the adverse effects of Pb exposure.
Exposure to low levels of Pb can adversely affect the development and function of the central nervous
system, leading to learning disorders, distractibility, inability to follow simple commands, and lower
intelligence quotient. In adults, increased Pb levels are associated with increased blood pressure.
Pb poisoning can cause anemia, lethargy, seizures, and death, although it appears that there are no direct
effects of Pb on the respiratory system. Pb can be stored in the bone from early age environmental
exposure, and elevated blood Pb levels can occur due to breakdown of bone tissue during pregnancy,
hyperthyroidism (increased secretion of hormones from the thyroid gland) and osteoporosis (breakdown
of bony tissue). Fetuses and breast-fed babies can be exposed to higher levels of Pb because of previous
environmental Pb exposure of their mothers.

Odors
The science of odor as a health concern is still new. Merely identifying the hundreds of VOCs that cause
livestock odors poses a big challenge. Offensive livestock odors can potentially affect human health in
several ways. First, odorant compounds can irritate the eye, nose, and throat, which can reduce
respiratory volume. Second, the VOCs that cause odors can stimulate sensory nerves to cause
neurochemical changes that might influence health, for instance, by compromising the immune system.
Finally, unpleasant odors can trigger memories or attitudes linked to unpleasant odors, causing cognitive
and emotional effects such as stress.

Toxic Air Contaminant Emissions


Toxic Air Contaminants (TACs) are airborne substances that are capable of causing chronic and acute
adverse effects on human health. They include both organic and inorganic chemical substances that may
be emitted from a variety of common sources including gasoline stations, motor vehicles, dry cleaners,
industrial operations, painting operations, and research and teaching facilities. TACs are different from
the criteria pollutants previously discussed in that ambient air quality standards have not been
established for them.

Regional Air Quality


Measurements of ambient concentrations of the criteria pollutants are used by the United States
Environmental Protection Agency (U.S. EPA) and the California Air Resources Board (ARB) to assess
and classify the air quality of each air basin, county, or, in some cases, a specific urbanized area. The
classification is determined by comparing actual monitoring data with national, State, and federal
standards. If a pollutant concentration in an area is lower than the standard, the area is classified as being
in attainment. If the pollutant exceeds the standard, the area is classified as a non-attainment area. If
there is not enough data available to determine whether the standard is exceeded in an area, the area is
designated unclassified.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-7

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

The entire Basin is designated as a federal-level extreme nonattainment area for ozone, meaning that
federal ambient air quality standards are not expected to be met for more than eighteen years, and as a
serious nonattainment area for CO and PM10. The area is also a federal-level nonattainment area for
PM2.5, as designated by the U.S. EPA. It is in attainment for the state NOX standard. The Basin is a Statelevel extreme nonattainment area for ozone, and is a state-level nonattainment area for PM2.5 and PM10. It
is in attainment for the state CO standard, and it is in attainment for both the federal and State ambient
air quality standards for SO2, Pb, and NO2, which is a pure form of NOX (ARB 2006).
The SCAQMD divides the Basin into forty source receptor areas (SRAs) in which thirty-six monitoring
stations operate to monitor the various concentrations of air pollutants in the region. The City of Santa
Ana is located within SRA 17, which covers the Central Orange County area. The ARB also collects
ambient air quality data through a network of air monitoring stations throughout the state. These data are
summarized annually and are published in the ARBs California Air Quality Data Summaries. The
Anaheim-Pampas Lane monitoring station is the nearest monitoring station to the project site. The
Anaheim-Pampas Lane station currently monitors emission levels of ozone, CO, NO2, PM10, and PM2.5
but does not monitor the pollutant levels of SO2 and H2S.
Table 4.2-1 (Summary of Ambient Air Quality in the Proposed Project Vicinity) identifies the national
and state ambient air quality standards for the relevant air pollutants and identifies the ambient pollutant
concentrations that have been measured at the Central Orange County monitoring stations from 2006
through 2008.
Table 4.2-1

Summary of Ambient Air Quality in the Proposed Project Vicinity


Year

Air Pollutants Monitored Within SRA 17Central Orange County Area

2006

2007

2008

0.11 ppm

0.127 ppm

0.105 ppm

Number of days exceeding national 0.12 ppm 1-hour standard

Number of days exceeding state 0.09 ppm 1-hour standard

0.088 ppm

0.099 ppm

0.086 ppm

Number of days exceeding national 0.08 ppm 8-hour standard

Number of days exceeding state 0.07 ppm 8-hour standard

10

0.11 ppm

0.10 ppm

0.09 ppm

0.020 ppm

0.0208 ppm

0.0203 ppm

No

No

No

Ozone (O3)
Maximum 1-hour concentration measured

Maximum 8-hour concentration measured

Nitrogen Dioxide (NO2)


Maximum 1-hour concentration measured
Number of days exceeding state 0.25 ppm 1-hour standard
Annual average
Does measured annual average exceed national 0.0534 ppm annual average standard?

4.2-8

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

Table 4.2-1

Summary of Ambient Air Quality in the Proposed Project Vicinity


Year

Air Pollutants Monitored Within SRA 17Central Orange County Area

2006

2007

2008

5 ppm

4 ppm

4ppm

Number of days exceeding national 35.0 ppm 1-hour standard

Number of days exceeding state 20.0 ppm 1-hour standard

3.0 ppm

2.9 ppm

3.6 ppm

Number of days exceeding national 9.0 ppm 8-hour standard

Number of days exceeding state 9.0 ppm 8-hour standard

103 g/m3

75+ g/m3

61g/m3

Number of days exceeding national 150 g/m3 24-hour standard

0+

Number of days exceeding state 50.0 g/m3 24-hour standard

5(9)+

3(5%)

Carbon Monoxide (CO)


Maximum 1-hour concentration measured

Maximum 8-hour concentration measured

Suspended Particulates (PM10)


Maximum 24-hour concentration measured

Annual Average Concentration

g/m3

31.0+

g/m3

28.6

Suspended Particulates (PM2.5)


Maximum 24-hour concentration measured

56.2 g/m3

79.4 g/m3

67.9 g/m3

0.05 ppm

0.004 ppm

0.003 ppm

Number of days exceeding federal 0.14 ppm 24-hour standard

Number of days exceeding state 0.04 ppm 24-hour standard

Number of days exceeding national 150 g/m3 24-hour standard


Sulfur Dioxide (SO2)a
Maximum 24-hour concentration measured

SOURCE:

Air Resources Board, Air Quality Data Statistics, Top 4 Measurements and Days Above the Standard,
http://www.arb.ca.gov/adam/welcome.html, Accessed November 13, 2007; South Coast Air Quality Management
District, Historical Data by Year, http://www.aqmd.gov/smog/historicaldata.htm, Accessed November 12, 2007.

ppm = parts by volume per million of air.


g/m3 = micrograms per cubic meter.
a. Sulfur Dioxide (SO2) concentrations were measured at the Costa Mesa-Verde monitoring station SRA18.
*

Information not provided by AQMD.

According to air quality data shown in Table 4.2-1, the national 1-hour ozone standard has not been
exceeded in the past three years in Central Orange County. However, the state 1-hour ozone standard
was exceeded a total of 9 days over the past 3 years. The national 8-hour ozone standard was exceeded a
total of three days over the past three years, while the state 8-hour ozone standard was exceeded a total
of 20 days over the past three years. No national or state standards for CO or NO2 have been exceeded
over the last three years within the Central Orange County area. The Particulate Matter (PM10) was not
exceeded over the last three years for national 24-hour standards; however, the state 24-hour standard
was exceeded a total of 15 days from 2006 through 2008. The Particulate Matter (PM2.5) was not
exceeded for the national 24-hour standards. Ambient air quality levels were not available for sulfur
dioxide; however, concentrations at the Costa Mesa-Verde monitoring station did not exceed national or
state 24-hour standards.
City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-9

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Sensitive Receptors
Some land uses are considered more sensitive to air pollution than others due to the types of population
groups or activities involved. Sensitive population groups include children, the elderly, the acutely ill, and
the chronically ill, especially those with cardio-respiratory diseases. Residential areas are considered to be
sensitive to air pollution because residents (including children and the elderly) tend to be at home for
extended periods of time, resulting in sustained exposure to any pollutants present. Schools are also
considered as sensitive, as children are present for extended durations and engage in regular outdoor
activities. Recreational land uses are considered moderately sensitive to air pollution because exercise
places a high demand on respiratory functions, which can be impaired by air pollution.

Standard Conditions and Uniform Codes


All projects constructed in the Basin are subject to Standard Conditions and Uniform Codes.
Compliance with these provisions is mandatory and, as such, does not constitute mitigation under
CEQA. Those conditions specific to air quality are included below:
Adherence to SCAQMD Rule 403, which sets requirements for dust control associated with
grading and construction activities.
Adherence to SCAQMD Rules 431.1 and 431.2, which require the use of low sulfur fuel for
stationary construction equipment.
Adherence to SCAQMD Rule 1108, which sets limitations on ROG content in asphalt.
Adherence to SCAQMD Rule 1113, which sets limitations on ROG content in architectural
coatings.
Adherence to Title 24 energy-efficient design requirements as well as the provision of window
glazing, wall insulation, and efficient ventilation methods in accordance with the requirements of
the Uniform Building Code.
During construction, the Project would be subject to SCAQMD Rule 403 (fugitive dust). SCAQMD Rule
403 does not require a permit for construction activities, per se, but rather, sets forth general and specific
requirements for all construction sites (as well as other fugitive dust sources) in the South Coast Air
Basin. The general requirement prohibits a person from causing or allowing emissions of fugitive dust
from construction (or other fugitive dust source) such that the presence of such dust remains visible in
the atmosphere beyond the property line of the emissions source. SCAQMD Rule 403 also prohibits a
construction site from causing an incremental PM10 concentration impact at the property line of more
than 50 micrograms per cubic meter as determined through PM10 high-volume sampling, but the
concentration standard and associated PM10 sampling do not apply if specific measures identified in the
rules are implemented and appropriately documented.
In accordance with Rule 403, the SCAQMD requires that contractors implement Best Available Control
Technology (BACT) for construction activities. Rule 403 identifies a set of specific measures for projects
less than 50 acres. These requirements are included in Table 4.2-2 (Required Best Available Control
Measures for Fugitive Dust). Note that these measures are regulatory requirements and as such, do not
constitute mitigation under CEQA.

4.2-10

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

Table 4.2-2

Required Best Available Control Measures for Fugitive Dust


(Applicable to All Construction Activity Sources)

Source Category

Backfilling

Control Measures

Guidance

Stabilize backfill material when not actively handling; and

Mix backfill soil with water prior to moving; and

Stabilize backfill material during handling; and

Dedicate water truck or high capacity hose to


backfilling equipment; and

Stabilize soil at completion of activity

Empty loader bucket slowly so that no dust plumes


are generated; and
Minimize drop height from loader bucket.

Clearing and
grubbing

Maintain stability of soil through pre-watering of site prior


to clearing and grubbing; and

Maintain live perennial vegetation where possible;


and

Stabilize soil during clearing and grubbing activities; and

Apply water in sufficient quantity to prevent


generation of dust plumes.

Stabilize soil immediately after clearing and grubbing


activities.
Clearing forms

Use water spray to clear forms; or


Use sweeping and water spray to clear forms; or

Use of high-pressure air to clear forms may cause


exceedance of Rule requirements.

Use vacuum system to clear forms.


Crushing

Stabilize surface soils prior to operation of support


equipment; and
Stabilize material after crushing.

Follow permit conditions for crushing equipment; and


Pre-water material prior to loading into crusher; and
Monitor crusher emissions opacity; and
Apply water to crushed material to prevent dust
plumes.

Cut and fill

Pre-water soils prior to cut and fill activities; and


Stabilize soil during and after cut and fill activities.

For large sites, pre-water with sprinklers or water


trucks and allow time for penetration; and
Use water trucks/pulls to water soils to depth of cut
prior to subsequent cuts.

Demolition
mechanical/manual

Stabilize wind erodible surfaces to reduce dust; and


Stabilize surface soil where support equipment and
vehicles will operate; and

Apply water in sufficient quantities to prevent the


generation of visible dust plumes.

Stabilize loose soil and demolition debris; and


Comply with AQMD Rule 1403.
Disturbed soil

Stabilize disturbed soil throughout the construction site;


and

Limit vehicular traffic and disturbances on soils where


possible; and

Stabilize disturbed soil between structures

If interior block walls are planned, install as early as


possible; and
Apply water or a stabilizing agent in sufficient
quantities to prevent the generation of visible dust
plumes.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-11

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.2-2

Required Best Available Control Measures for Fugitive Dust


(Applicable to All Construction Activity Sources)

Source Category

Earth-moving
activities

Importing/exporting
of bulk materials

Control Measures

Guidance

Pre-apply water to depth of proposed cuts; and


Re-apply water as necessary to maintain soils in a damp
condition and to ensure that visible emissions do not
exceed 100 feet in any direction; and

Grade each Project phase separately, timed to


coincide with construction phase; and
Upwind fencing can prevent material movement
onsite; and

Stabilize soils once earth-moving activities are complete.

Apply water or a stabilizing agent in sufficient


quantities to prevent the generation of visible dust
plumes.

Stabilize material while loading to reduce fugitive dust


emissions; and

Use tarps or other suitable enclosures on haul trucks;


and

Maintain at least six inches of freeboard on haul


vehicles; and

Check belly-dump truck seals regularly and remove


any trapped rocks to prevent spillage; and

Stabilize material while transporting to reduce fugitive


dust emissions; and

Comply with track-out prevention/mitigation


requirements; and

Stabilize material while unloading to reduce fugitive dust


emissions; and

Landscaping

Comply with Vehicle Code Section 23114.

Provide water while loading and unloading to reduce


visible dust plumes.

Stabilize soils, materials, slopes

Apply water to materials to stabilize; and


Maintain materials in a crusted condition; and
Maintain effective cover over materials; and
Stabilize sloping surfaces using soil binders until
vegetation or ground cover can effectively stabilize
the slopes; and
Hydro seed prior to rain season.

Road shoulder
maintenance

Screening

Apply water to unpaved shoulders prior to clearing; and


Apply chemical dust suppressants and/or washed gravel
to maintain a stabilized surface after completing road
shoulder maintenance.
Pre-water material prior to screening; and
Limit fugitive dust emissions to opacity and plume length
standards; and
Stabilize material immediately after screening.

Installation of curbing and/or paving of road shoulders


can reduce recurring maintenance costs; and
Use of chemical dust suppressants can inhibit
vegetation growth and reduce future road shoulder
maintenance costs.
Dedicate water truck or high capacity hose to
screening operation; and
Drop material through the screen slowly and minimize
drop height; and
Install wind barrier with a porosity of no more than
50% upwind of screen to the height of the drop point.

Staging areas

Stabilize staging areas during use; and

Limit size of staging area; and

Stabilize staging area soils at project completion.

Limit vehicle speeds to 15 miles per hour; and


Limit number and size of staging area
entrances/exits.

4.2-12

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

Table 4.2-2

Required Best Available Control Measures for Fugitive Dust


(Applicable to All Construction Activity Sources)

Source Category

Stockpiles/bulk
material handling

Traffic areas for


construction activities

Control Measures

Stabilize stockpiled materials, and stockpiles within 100


yards of offsite occupied buildings must not be greater
than eight feet in height or must have a road bladed to
the top to allow water truck access or must have an
operational water irrigation system that is capable of
complete stockpile coverage.

Add or remove material from the downwind portion of


the storage pile; and

Stabilize all off-road traffic and parking areas; and

Apply gravel/paving to all haul routes as soon as


possible to all future roadway areas; and

Stabilize all haul routes; and


Direct construction traffic over established haul routes.

Trenching

Guidance

Stabilize surface soils where trencher or excavator and


support equipment will operate; and
Stabilize soils at the completion of trenching activities.

Maintain storage piles to avoid steep sides or faces.

Barriers can be used to ensure vehicles are used only


on established parking areas/haul routes.
Pre-watering of soils prior to trenching is an effective
preventive measure. For deep trenching activities,
pre-trench to 18 inches, soak soils via the pre-trench,
and resume trenching; and
Washing mud and soils from equipment at the
conclusion of trenching activities can prevent crusting
and drying of soil on equipment.

Truck loading

Pre-water material prior to loading; and


Ensure that freeboard exceeds six inches (CVC 23114)

Empty loader bucket such that no visible dust plumes


are created; and
Ensure that the loader bucket is close to the truck to
minimize drop height while loading.

Turf overseeding

Apply sufficient water immediately prior to conducting


turf vacuuming activities to meet opacity and plume
length standards; and

Haul waste material immediately offsite.

Cover haul vehicles prior to exiting the site.


Unpaved
roads/parking lots

Stabilize soils to meet the applicable performance


standards; and
Limit vehicular travel to established unpaved roads (haul
routes) and unpaved parking lots.

Vacant land

Restricting vehicular access to established unpaved


travel paths and parking lots can reduce stabilization
requirements.

In instances where vacant lots are 0.10 acre or larger


and have a cumulative area of 500 square feet or more
that are driven over and/or used by motor vehicles
and/or off-road vehicles, prevent motor vehicle and/or
off-road vehicle trespassing, parking, and/or access by
installing barriers, curbs, fences, gates, posts, signs,
shrubs, trees, or other effective control measures.

The conditions included in Table 4.2-2 apply to construction activities conducted during normal wind
conditions (i.e., with wind gusts less than 25 miles per hour). The contingency measures, included in
Table 4.2-3 (Contingency Control Measures for Fugitive Dust During High Winds in Excess of 25 mph),
shall be applied to those periods when instantaneous wind gusts meet or exceed 25 miles per hour (mph).

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-13

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.2-3

Contingency Control Measures for Fugitive Dust During High Winds in


Excess of 25 mph

Fugitive Dust
Source Category

Earth-moving

Control Measures

Cease all active operations; or


Apply water to soil not more than 15 minutes prior to moving such soil.

Disturbed surface
areas

On the last day of active operations prior to a weekend, holiday, or any other period when active operations will not
occur for not more than four consecutive days: apply water with a mixture of chemical stabilizer diluted to not less
than 1/20 of the concentration required to maintain a stabilized surface for a period of six months; or
Apply chemical stabilizers prior to wind event; or
Apply water to all unstabilized disturbed areas three times per day. If there is any evidence of wind driven fugitive
dust, watering frequency is increased to a minimum of four times per day; or
Establish a vegetative ground cover within 21 days after active operations have ceased. Ground cover must be of
sufficient density to expose less than 30 percent of unstabilized ground within 90 days of planting, and at all times
thereafter; or
Utilize any combination of these control actions such that, in total, these actions apply to all disturbed surface
areas.

Unpaved roads

Apply chemical stabilizers prior to wind event; or


Apply water twice per hour during active operation; or
Stop all vehicular traffic.

Open storage piles

Apply water twice per hour; or


Install temporary coverings.

Paved road trackout

Cover all haul vehicles; or

All categories

Any other control measures approved by the Executive Officer and the USEPA as equivalent to the methods
specified in this table may be used.

Comply with the vehicle freeboard requirements of Section 23114 of the California Vehicle Code for both public
and private roads.

Local Air Quality


According to the City of Santa Ana General Plan, the area has experienced improved air quality due to
more stringent vehicle emissions standards, the elimination of older polluting vehicles, and cleaner
burning fuels. In addition, larger stationary emission sources are gradually being eliminated or undergoing
retrofitting with the best available pollution control technology (BACT).
Motor vehicles (off highway and highway) are the primary source of pollutants in the vicinity of the
proposed project. Local emissions sources also include stationary activities, such as space and water
heating, landscape maintenance from leaf blowers and lawn mowers, consumer products, and mobile
sources. Traffic-congested roadways and intersections have the potential to generate localized high levels
of CO. Localized areas where ambient concentrations exceed national and/or state standards for CO are
termed CO hotspots. Chapter 5 of the SCAQMDs CEQA Air Quality Handbook identifies CO as a
localized problem requiring additional analysis when a project is likely to subject sensitive receptors to
CO hotspots. The SCAQMD defines typical sensitive receptors as residences, schools, playgrounds,
4.2-14

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

childcare centers, athletic facilities, long-term health care facilities, rehabilitation centers, convalescent
centers, and retirement homes.
The SCAQMD recommends the use of CALINE4, a dispersion model for predicting CO
concentrations, as the preferred method of estimating pollutant concentrations at sensitive receptors near
congested roadways and intersections. For each intersection analyzed, CALINE4 adds roadway-specific
CO emissions calculated from peak hour turning volumes to ambient CO air concentrations. This
methodology assumes worst-case conditions and provides a screening of maximum, worst-case CO
concentrations.
Maximum existing CO concentrations were calculated for four of the intersections within the study area
that would be affected by project-related traffic and represent the lowest level of service (D, E, or F) as
determined in the traffic report prepared by KOA Corporation (Appendix G). As all other intersections
are expected to operate at a better LOS, those intersections would produce lower CO concentrations.
The results of these calculations are presented in Table 4.2-4 (Existing Localized Carbon Monoxide
Concentrations) for representative receptor locations at 25, 50, and 100 feet from each roadway. These
distances were selected because they represent locations where a person may be living or working for one
to 8 hours at a time. The National 1-hour standard is 35.0 parts per million (ppm), and the state 1-hour
standard is 20.0 ppm. The 8-hour national and state standards are both 9.0 ppm. As shown in
Table 4.2-4, no intersection currently exceeds National or State standards for 1-hour or 8-hour CO
concentrations. Therefore, CO hotspots do not exist at these intersections.
Table 4.2-4

Existing Localized Carbon Monoxide Concentrations


AM/PM

Level of
Service

Peak Hour Volume

1-Hr Conc.
(ppm)

8-Hr Conc.
(ppm)

Exceeds
Standard?

State Standards

20

Grand Ave. at Santa Ana Blvd.

PM

4,729.0

3.7

1.2

No

Lacy Street at Santa Ana

PM

1,328.0

2.7

0.5

No

Grand Ave. at 1st

PM

4,925.0

3.6

1.1

No

Grand Ave. at I-5

PM

4,671.0

4.1

1.5

No

Intersection

SOURCE:

PBS&J 2010. Calculation sheets are provided in Appendix B.

a. National 1-hour standard is 35.0 parts per million. State 1-hour standard is 20.0 parts per million.
b. National 8-hour standard is 9.0 parts per million. State 8-hour standard is 9.0 parts per million.
c. Data for the 1-hour concentration was taken from the highest peak hour result, A.M. Peak Hour or P.M. Peak Hour, whichever is
greater.

4.2.2

Regulatory Framework

Air quality within the Basin is addressed through the efforts of various federal, state, regional, and local
government agencies. These agencies work jointly, as well as individually, to improve air quality through
legislation, regulations, planning, policy-making, education, and a variety of programs. The agencies
responsible for improving the air quality within the Basin are discussed below.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-15

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Federal
United States Environmental Protection Agency
The U.S. EPA is responsible for setting and enforcing the National Ambient Air Quality Standards for
atmospheric pollutants. It regulates emission sources that are under the exclusive authority of the federal
government, such as aircraft, ships, and certain locomotives.
As part of its enforcement responsibilities, the EPA requires each state with federal nonattainment areas
to prepare and submit a State Implementation Plan (SIP) that demonstrates the means to attain the
federal standards. The SIP must integrate federal, State, and local plan components and regulations to
identify specific measures to reduce pollution, using a combination of performance standards and
market-based programs within the timeframe identified in the SIP.

State
California Air Resources Board
The ARB, a part of the California EPA, is responsible for the coordination and administration of both
federal and state air pollution control programs within California. In this capacity, the ARB conducts
research, sets state ambient air quality standards, compiles emission inventories, develops suggested
control measures, provides oversight of local programs, and prepares the SIP. The ARB establishes
emissions standards for motor vehicles sold in California, consumer products (e.g., hairspray, aerosol
paints, and barbecue lighter fluid), and various types of commercial equipment. It also sets fuel
specifications to further reduce vehicular emissions.

Regional
South Coast Air Quality Management District
The SCAQMD is the agency principally responsible for comprehensive air pollution control in the Basin.
To that end, the SCAQMD, a regional agency, works directly with the Southern California Association of
Governments (SCAG), county transportation commissions, and local governments and cooperates
actively with all federal and state government agencies. The SCAQMD develops rules and regulations,
establishes permitting requirements for stationary sources, inspects emissions sources, and enforces such
measures through educational programs or fines, when necessary.
The SCAQMD is directly responsible for reducing emissions from stationary (area and point), mobile,
and indirect sources. It has responded to this requirement by preparing a sequence of AQMPs. The most
recent of these was adopted by the Governing Board of the SCAQMD on June 1, 2007, to update and
revise the previous 2003 AQMP. The 2007 AQMP was prepared to comply with the federal and State
Clean Air Acts and amendments, to accommodate growth, to reduce the high pollutant levels in the
Basin, to meet federal and State ambient air quality standards, and to minimize the fiscal impact that
pollution control measures have on the local economy. The purpose of the 2007 AQMP for the Basin is

4.2-16

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

to set forth a comprehensive program that will lead the area into compliance with all federal and State air
quality planning requirements. The 2007 AQMP proposes attainment demonstration of the federal PM2.5
standards through a more focused control of sulfur oxides (SOX), directly emitted PM2.5, and nitrogen
oxides (NOX) supplemented with volatile organic compounds (VOC) by 2015. The 8-hour ozone control
strategy builds upon the PM2.5 strategy, augmented with additional NOX and VOC reductions to meet the
standard by 2024 assuming a time extension is obtained. The 2007 AQMP also addresses several federal
planning requirements and incorporates significant new scientific data, primarily in the form of updated
emissions inventories, ambient measurements, new meteorological episodes, and new air quality
modeling tools. The 2007 AQMP builds upon the approaches taken in the 2003 AQMP for the South
Coast Air Basin for the attainment of the federal ozone air quality standard. However, the 2007 AQMP
highlights the significant amount of reductions needed and the urgent need to identify additional
strategies, especially in the area of mobile sources, to meet all federal criteria pollutant standards within
the timeframes allowed under federal Clean Air Act.
The Final 2007 AQMP control measures consist of four components: (1) The District's Stationary and
Mobile Source Control Measures; (2) CARBs Proposed State Strategy; (3) District Staffs Proposed
Policy Options to Supplement CARBs Control Strategy; and (4) Regional Transportation Strategy and
Control Measures provided by SCAG. The Final 2007 AQMP builds upon improvements accomplished
from the previous plans, and aims to incorporate all feasible control measures while balancing costs and
socioeconomic impacts. Further, the combined control strategies selected to attain the federal PM2.5 and
8-hour ozone standards must complement each other, representing the most effective route to achieve
and maintain the standards.
The Final 2007 AQMP relies on a comprehensive and integrated control approach aimed at achieving the
PM2.5 standard by 2015 through implementation of short-term and midterm control measures and
achieving the 8-hour ozone standard by 2024 based on implementation of additional long-term measures.
In order to demonstrate attainment by the prescribed deadlines, emission reductions needed for
attainment must be in place by 2014 and 2023, respectively.
Under the 2007 AQMP, the SCAQMD is enhancing two of its proposed control measures for PM2.5 (i.e.,
wood-burning fireplaces, wood stoves, and commercial under-fired charbroilers). SCAQMD also
proposes the following control approaches that would help achieve the long-term reductions needed for
ozone attainment: extensive retirement of high-emitting light duty vehicles and accelerated penetration of
partial zero-emissions vehicles and zero-emission vehicles; expanded modernization and retrofit of
heavy-duty trucks and buses, expanded Inspection and Maintenance Program, and advanced near-zero
and zero-emitting cargo transportation technologies; expanded modernization and retrofit of off-road
equipment; more stringent gasoline and diesel specifications and extensive use of diesel alternatives; more
stringent emission standards and programs for new and existing ocean-going vessels and harbor craft;
more stringent emission standards for jet aircraft (engine standards, clean fuels, retrofit controls); ultra
low-VOC formulations and reactivity-based controls on consumer products; and accelerated use of
renewable energy and development of hydrogen technology and infrastructure.
In order to achieve necessary reductions for meeting air quality standards, all four agencies (i.e., AQMD,
CARB, U.S. EPA, and SCAG) would have to aggressively develop and implement control strategies

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-17

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

through their respective plans, regulations, and alternative approaches for pollution sources within their
primary jurisdiction. Even though SCAG does not have direct authority over mobile source emissions, it
will commit to the emission reductions associated with implementation of the 2004 Regional
Transportation Plan and 2006 Regional Transportation Improvement Program which are imbedded in
the emission projections. Similarly, the Ports of Los Angeles and Long Beach have authority they must
utilize to assist in the implementation of various strategies if the region is to attain clean air by federal
deadlines.

Local
City of Santa Ana
Local jurisdictions, such as the City of Santa Ana, have the authority and responsibility to reduce air
pollution through their police power and decision-making authority. Specifically, the City is responsible
for the assessment and mitigation, as necessary, of air emissions resulting from its land use decisions. The
City of Santa Ana is also responsible for the implementation of transportation control measures within
their jurisdiction as outlined in the 2007 AQMP. In accordance with CEQA requirements and the CEQA
review process, the City assesses the air quality impacts of new development projects, mitigates
potentially significant air quality impacts by conditional discretionary permits, and monitors and enforces
implementation of such mitigation.
City of Santa Ana General Plan
The Santa Ana General Plan contains several policies and goals related to the protection of public health
through the reduction of air pollution emissions.
Conservation Element

Goal 1

Protect the public health, safety, and welfare through effective management of
natural resources.
Objective 1.1

Reduce air pollution emissions to achieve national ambient air


quality standards.
Policy
Support local and regional land use and transportation plans that
increase mass transit usage and reduce vehicle trips.
Enforce emission standards contained in local ordinances.

Energy Element

Goal 1

To reduce consumption of non-renewable energy.

Goal 2

To support development and utilization of new energy sources.

4.2-18

Objective 1.1

Reduce transportation-related energy consumption

Objective 1.2

Reduce land use related energy consumption


City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

Objective 1.3

Reduce construction-related energy consumption

Objective 1.4

Increase public awareness of energy conservation needs and


means

Objective 2.1

Utilize efficient new sources of energy in City facilities and


vehicles

Objective 2.2

Cooperate with other cities and regional agencies and private


industry on resource and energy recovery projects

Circulation Element

Goal 1

Provide and maintain a comprehensive circulation system that facilities the efficient
movement of people and goods throughout the City, and enhances its economic
viability

Goal 2

Provide design and construction that facilitates safe utilization of the Citys
transportation systems

Goal 3

Provide a full spectrum of travel alternatives for the communitys residents,


employees, and visitors

Goal 4

Fully coordinate transportation and land use planning activities

Consistency Analysis
The protection of public health through the reduction of air pollution emissions is not only directly tied
to specific goals and policies calling for the achieving the national and state ambient air quality standards.
Reduction in air pollution emissions is also tied to the Citys policies on circulation and energy
consumption. With alternative methods of transportation, an interconnected circulation system, and
integration of a mix of land uses, vehicle trips can be greatly reduced, thus reducing overall emission of
criteria air pollutants. The production of energy also creates emissions of criteria air pollutants. With
policies in the City aimed at reducing its overall dependence on non-renewable energy resources, it can
significantly reduce the amount of air pollution emissions related to its consumption of energy.
Because the purpose of the Transit Zoning Code (SD 84A and SD 84B) is to facilitate the infill and redevelopment of the project area to improve the pedestrian streetscape and encourage transit-oriented
development opportunities, the Transit Zoning Code (SD 84A and SD 84B) is generally consistent with
these goals and policies related to air quality. The Transit Zoning Code (SD 84A and SD 84B) also seeks
to maintain a mix of uses which encourages a more active community more apt to use other
transportation modes instead of increasing single-occupancy vehicle trips, and thus, increasing air
pollution emissions.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-19

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

4.2.3

Project Impacts and Mitigation

Analytic Method
The analysis in this section focuses on the nature and magnitude of the change in the air quality
environment due to implementation of the proposed project. Air pollutant emissions associated with the
proposed project would result from operation of the proposed development and from project-related
traffic volumes. Construction activities would also generate emissions in the project area and on
roadways resulting from construction-related traffic. The net increase in project site emissions generated
by these activities and other secondary sources have been quantitatively estimated and compared to
thresholds of significance established by the SCAQMD.

Construction Emissions
Construction emissions from the proposed project are analyzed according to the thresholds established
by the SCAQMD and published in the SCAQMD CEQA Air Quality Handbook. The construction
activities associated with the specific projects would create diesel emissions and would generate emissions
of dust. Construction equipment used for development of specific projects within the Transit Zoning
Code (SD 84A and SD 84B) area would also generate VOC, CO, NOX, SOX, and PM10 pollutants.
The Redevelopment Agency-owned property that is the subject of the Station District Phase 1
development project consists of 49 parcels comprising approximately seven non-contiguous acres. The
Developer concept for these properties includes the development of a maximum of 155 rental units
(including a potential senior housing project) and a maximum of 65 for-sale units for a total of 220 new
residential units. Phase 1 of the development proposal also includes the addition of approximately 1.5
acres of new public open space that would include a public park, a public tot lot, and a 10,000 square
foot community building. The redevelopment of these properties requires the demolition of 15
structures, totaling approximately 30,000 square feet of building area. Projected air emissions were
calculated using URBEMIS2007 version 9.2.4 distributed by the CARB. The URBEMIS2007 model uses
EMFAC2007 emissions factors for vehicle traffic and OffRoad2007 for construction equipment. The
proposed Developer Project will be completed in one phase with construction estimated to begin in June
2010 and be completed by November 2011.
Although Phase 1 has enough detail as to the amount and timing of the construction activities, the
remaining construction details would be difficult, if not impossible, to quantify due to the variables
associated with daily construction activity (e.g., construction schedule, number and types of equipment,
etc.), the URBEMIS 2007 computer model developed for the ARB to model project emissions is not
feasible for use in determining impacts associated with such potential construction emissions. Instead, a
qualitative analysis is used to project the potential significance of project implementation with regards to
construction emissions.

4.2-20

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

Operational Emissions
Operational emissions associated with the proposed project are estimated using the URBEMIS 2007
computer model developed for the ARB and recommended by the SCAQMD, the information provided
in Chapter 3 (Project Description), and trip generation rates from the traffic report (Appendix G).
Operational emissions would be comprised of mobile source emissions and area source emissions.
Mobile source emissions are generated by the increase in motor vehicle trips to and from the project site
associated with operation of the proposed project. Area source emissions are generated by natural gas
consumption for space and water heating, and landscape maintenance equipment. To determine if an air
quality impact would occur, the increase in emissions was compared with the SCAQMDs regional
emissions thresholds. For the analysis, it was assumed that 20 percent of the development would have
natural gas fireplaces, while the remaining 80 percent would not have any hearth option.

Localized CO Concentrations for Operation


As stated previously, CO concentrations were calculated based on CALINE4 screening. This
methodology assumes worst-case conditions and provides a screening of maximum, worst-case CO
concentrations. For this analysis, CO concentrations for eighteen roadway intersections determined to
operate at LOS D, E, or F at buildout of the Transit Zoning Code (SD 84A and SD 84B) were modeled
and analyzed. All other roadway intersections, due to lesser congestion and traffic, are expected to
generate lower CO concentrations that would not exceed the federal or state 1-hour and 8-hour
standards.

Localized Sensitive Receptor Concentrations for Construction


In addition to the mass annual and daily regional thresholds, Project construction has the potential to
raise local ambient pollutant concentrations. This could present a significant impact if these
concentrations were to exceed the AAQSs included in Table 4.2-1 at receptor locations.
Localized Significance Thresholds (LSTs) were developed and adopted by the SMAQMD in response to
the SCAQMD Governing Boards Environmental Justice Enhancement Initiative. LSTs are upper limits
on construction-phase pollutant emissions to assure that a project would not cause or contribute to
violations of the most stringent applicable federal or state ambient air quality standards; they vary based
on location of the project construction site (i.e., the specific SMAQMD-defined source-receptor area in
which the site is located), size of the site, and distance of the nearest sensitive receptor to the site.
The potential for this impact is demonstrated through dispersion modeling, however for construction
sites 5 acres or less a screening-level analysis based on LST lookup tables developed by SCAQMD can be
used. In accordance with the SCAQMD criteria, peak daily emissions for CO, NOX, PM10, and PM2.5
were modeled to determine their concentration and contribution to the ambient concentrations within
the project vicinity. The analysis makes use of methodology included in the SCAQMD Final Localized
Significance Threshold Methodology (Methodology). In accordance with the Methodology, dispersion modeling is
only to include exhaust and dust emissions associated with those pieces of equipment that actually

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-21

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

operate on-site and omits vehicle trips that are distributed over a large area. Because the project site is
limited to 5 acres or less, a screening-level analysis was used.
In the Methodology, the SCAQMD notes receptor locations as off-site locations where persons may be
exposed to the emissions from project activities. Receptor locations include residential, commercial, and
industrial land use areas; and any other areas where persons can be situated for an hour or longer at a
time. Receptor locations are to consider the actual location of the receptors. However, if these locations
are unknown, or varied, they may be assumed to be located at distances of 25, 50, 100, 200, and 500
meters. In cases where proximate receptors may be closer than 25 meters, as per the Methodology, a value
of 25 meters is to be used in the analysis as a worst-case scenario. Because the project area is urbanized
with a sensitive receptor nearby, the recommended SCAQMD default distances were used for this
analysis.

Thresholds of Significance
The following thresholds of significance are based on Appendix G of the 2007 CEQA Guidelines. For
purposes of this EIR, implementation of the proposed project may have a significant adverse impact on
air quality if it would result in any of the following:
Conflict with or obstruct implementation of the applicable air quality plan
Violate any air quality standard or contribute substantially to an existing or projected air quality
violation
Result in a cumulatively considerable net increase of any criteria pollutant for which the proposed
project region is in non-attainment under an applicable federal or State ambient air quality standard
(including releasing emissions which exceed quantitative thresholds for ozone precursors)
Expose sensitive receptors to substantial pollutant concentrations
Create objectionable odors affecting a substantial number of people
As the agency principally responsible for comprehensive air pollution control in the Basin, the SCAQMD
recommends that projects should be evaluated in terms of air pollution control thresholds established by
the SCAQMD and published in the CEQA Air Quality Handbook. These thresholds were developed by
the SCAQMD to provide quantifiable levels so that projects can be compared with the same standard.
The City utilizes the SCAQMDs thresholds that are recommended at the time that development projects
are proposed to assess the significance of quantifiable impacts. The following quantifiable thresholds are
currently recommended by the SCAQMD and are used to determine the significance of air quality
impacts associated with the proposed project.

Construction Emissions Thresholds


The SCAQMD recommends that projects with construction-related emissions that exceed any of the
following emissions thresholds should be considered significant:
550 pounds per day of CO
75 pounds per day of VOC

4.2-22

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

100 pounds per day of NOX


150 pounds per day of SOX
150 pounds per day of PM10

Operational Emissions Thresholds


The SCAQMD recommends that projects with operational emissions that exceed any of the following
emissions thresholds should be considered significant; these thresholds apply to individual development
projects only; they do not apply to cumulative development:

550 pounds per day of CO


55 pounds per day of VOC
55 pounds per day of NOX
150 pounds per day of SOX
150 pounds per day of PM10

In order to assess cumulative impacts, the SCAQMD recommends that projects be evaluated to
determine whether they would be consistent with 2007 AQMP performance standards and projectspecific emissions thresholds. In the case of the proposed project, air pollutant emissions would be
considered to be cumulatively considerable if the new sources of emissions exceeded SCAQMD
emissions thresholds.

Effects Found to Be Less Than Significant


Threshold

Impact 4.2-1

Would the project create objectionable odors affecting a substantial number of


people?

Construction and operation of the proposed project would not create


objectionable odors affecting a substantial number of people.
Implementation of mitigation measure MM4.2-1 would ensure that this
impact would remain less than significant.

Construction Activities would involve the use of heavy equipment creating exhaust pollutants from onsite earth movement and from equipment bringing concrete and other building materials to the site. With
regards to nuisance odors, any air quality impacts will be confined to the immediate vicinity of the
equipment itself. By the time such emissions reach any sensitive receptor sites away from the project site,
they will be diluted to well below any level of air quality concern. An occasional whiff of diesel exhaust
from trucks accessing the site from public roadways may result. Such brief exhaust odors may be adverse,
but are not a significant air quality impact. Additionally, some odor would be produced from the
application of asphalt, paints, and coatings. Again, any exposure of the general public to these common
odors would be of short duration and while potentially adverse, are below significance thresholds.
Odors associated with operation of industrial uses could also be a concern in the project vicinity.
Industrial uses can result in industrial type odors, such as from factories, food-processing facilities,
warehouses, paper mills, recycling centers, etc. Currently there are 1,080,000 square feet of industrial uses

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-23

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

located within the Transit Zoning Code (SD 84A and SD 84B) area. The Transit Zoning Code includes
an Industrial Overlay (IO) Zone which allows properties currently zoned Industrial (M1 and M2) to
maintain their existing industrial land uses. Through long-term implementation of the Code it is
anticipated that a reduction in the total square footage of land devoted to industrial uses would
significantly decrease thereby reducing the potential for objectionable industrial odors affecting a
substantial number of people. Prior to that time any odors associated with existing industrial operations
would remain. Because new industrial sources of odor would not be created as part of the proposed
project, industrial odors would not result in a considerable impact.
However, other potential operational airborne odors could result from cooking activities associated with
the new residential units and restaurants. These odors would be similar to existing residential and
restaurant uses in the vicinity and would be confined to the immediate vicinity of the Transit Zoning
Code (SD 84A and SD 84B). Restaurants are also typically required to have ventilation systems that avoid
substantial adverse odor impacts. The other potential source of odors would be new trash receptacles
within the Transit Zoning Code (SD 84A and SD 84B). The following mitigation measure shall be
implemented:
MM4.2-1

Trash receptacles within the Transit Zoning Code (SD 84A and SD 84B) will be required to have
lids that enable convenient collection and loading and will be emptied on a regular basis, in compliance
with City of Santa Ana regulations for the collection of solid waste.

Implementation of mitigation measure MM4.2-1 would ensure the proposed project would not create
substantial objectionable odors and this impact would remain less than significant.
Threshold

Impact 4.2-2

Would the project


concentrations?

expose

sensitive

receptors

to

substantial

pollutant

Construction of the proposed project would not raise local ambient


pollutant concentrations above the significance thresholds with the
incorporation of mitigation measures MM4.2-2 through MM4.2-6. This
impact is less than significant.

Project construction has the potential to raise local ambient pollutant concentrations. The major source
of these air quality impacts is associated with the Particulate Matter produced during grading activities.
Table 4.2-5 (Unmitigated and Mitigated Localized Construction Emissions Concentrations) presents the
peak unmitigated and mitigated localized construction emissions as well as the allowable emissions as a
function of receptor distance from the Project boundary. The closest sensitive receptors are the existing
residential developments located in the northeast section of the development area and Garfield
Elementary School located adjacent to the southeast section of the development. With implementation
of Rule 403 and Mitigation Measures MM4.2-2 through MM4.2-6 discussed below, the Project would not
create short-term quantities of criteria pollutants above the significance thresholds published by
SCAQMD as shown below in Table 4.2-6. (Transit Zoning Code [SD 84A and SD 84B] Buildout [2035]
Localized Carbon Monoxide Concentrations)

4.2-24

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

Construction Period Mitigation Measures


MM4.2-2

The construction contractor should ensure that no more than 5 acres per day are actively graded or
developed.

MM4.2-3

The construction contractor should ensure that all active disturbed surfaces should be watered three
times per day throughout the construction period.

MM4.2-4

The construction contractor should ensure that the mass grading, fine grading, and structure
construction are conducted at separate time periods and do not overlap with one another.

Table 4.2-5

Unmitigated and Mitigated Localized Construction Emissions


Concentrations
CO (lbs/day)

Distance

Peak Daily On-site Emissions

NO2 (lbs/day)

PM10 (lbs/day)

PM2.5 (lbs/day)

UNM*

MIT*

UNM*

MIT*

UNM*

MIT*

UNM*

MIT*

53.14

53.14

51.50

51.50

102.70

8.73

23.35

3.73

Allowable emissions at 25 meters

1,253

183

13

Allowable emissions at 50 meters

1,734

167

39

Allowable emissions at 100 meters

2,498

180

55

15

Allowable emissions at 200 meters

4,018

202

88

32

Allowable emissions at 500 meters

9,336

245

188

109

Exceed allowable emissions?


*

No

No

No

No

Yes

No

Yes

No

UNM column for each criteria pollutant under peak daily onsite emissions shows emissions before mitigation measures are
incorporated.
MIT column for each criteria pollutant under peak daily onsite emissions shows emissions after mitigation measures are
incorporated.

MM4.2-5

The construction contractor should ensure that all haul roads are watered three (3) times per day.

MM4.2-6

The construction contractor should ensure that all traffic on unpaved roads is reduced to 15 mph or
less.

Impact 4.2-3

Operation of the proposed project would increase local traffic volumes, but
would not expose sensitive receptors to substantial localized carbon
monoxide (CO) concentrations. This would be considered a less-thansignificant impact.

Similar to existing CO concentrations, the simplified CALINE4 screening procedure was used to predict
future CO concentrations. CO concentrations were calculated for eighteen intersections evaluated in the
traffic report (included in its entirety as Appendix G) that are expected to operate at LOS D, E, or F
(unacceptable levels) at project buildout (2035 with Project scenario in the traffic report). Intersections
operating at LOS D, E, or F typically generate high CO concentrations that could exceed the federal or
state 1-hour and 8-hour standards and are analyzed at project buildout to show the maximum effect of
implementation of the Transit Zoning Code (SD 84A and SD 84B) on ambient CO concentrations. The
results of air emissions modeling are shown in Table 4.2-6 (Transit Zoning Code [SD 84A and SD 84B]

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-25

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Buildout [2035] Localized Carbon Monoxide Concentrations). As shown, future CO concentrations near
these intersections would not exceed the national 35.0 ppm and State 20.0 ppm 1-hour ambient air
quality standards or the national or state 9.0 ppm 8-hour ambient air quality standards when the Transit
Zoning Code (SD 84A and SD 84B) reaches full buildout in 2035. Therefore, sensitive receptors located
in close proximity to these intersections would not be exposed to substantial pollutant concentrations,
and the potential impacts of the Transit Zoning Code (SD 84A and SD 84B) would be less than
significant. No mitigation is required. It should be noted that the CO concentrations shown in
Table 4.2-6 are lower than the existing CO concentrations shown in Table 4.2-4 due to anticipated
improvements in vehicle emission rates projected for the future by the ARB.
Table 4.2-6

Transit Zoning Code (SD 84A and SD 84B) Buildout With Project (2035)
Localized Carbon Monoxide Concentrations

Intersection

AM/PM

Level of
Service

Peak Hour
Volume

State Standards

1-Hr Conc.
(ppm)

8-Hr Conc.
(ppm)

20

Exceeds
Standard?

17th Street at I-5 NB

PM

5,932.0

3.1

0.8

No

Broadway at 1st Street

PM

5,124.0

2.7

0.5

No

Broadway at 3rd Street

PM

2,336.0

2.4

0.3

No

Flower Street at Civic Center

PM

6,170.0

2.7

0.5

No

French Street at Santa Ana

PM

1,098.0

2.3

0.2

No

Street

PM

8,051.0

2.9

0.6

No

Grand Avenue at 4th Street

PM

5,563.0

2.7

0.5

No

Grand Avenue at I-5 NB

PM

7,121.0

2.1

0.1

No

Grand Avenue at Santa Ana

PM

7,574.0

2.6

0.4

No

Lacy Street at 1st Street

PM

4,002.0

2.6

0.4

No

Lacy Street at 4th Street

PM

2,228.0

2.4

0.3

No

Lacy Street at Civic Center Drive

PM

1,417.0

2.3

0.2

No

Lacy Street at Santa Ana Blvd.

PM

2,054.0

2.4

0.3

No

Main Street at 1st Street

PM

6,831.0

2.8

0.6

No

Street

PM

4,138.0

2.6

0.4

No

Main Street at 5th Street

PM

4,576.0

2.6

0.4

No

Main Street at Civic Center Drive

PM

4,939.0

2.6

0.4

No

U2-4 at Santa Ana Blvd.

PM

3,256.0

2.6

0.4

No

Grand Avenue at

Main Street at

SOURCE:

4th

1st

PBS&J 2010. Calculation sheets are provided in Appendix B.

a. National 1-hour standard is 35.0 parts per million. State 1-hour standard is 20.0 parts per million.
b. National 8-hour standard is 9.0 parts per million. State 8-hour standard is 9.0 parts per million.
c. Data for the 1-hour concentration was taken from the highest peak hour result, A.M. Peak Hour or P.M. Peak Hour, whichever is
greater.

4.2-26

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

Threshold

Impact 4.2-4

Would the project conflict with or obstruct implementation of the applicable air
quality plan?

Long-term cumulative development pursuant to the adoption of the


Transit Zoning Code would not conflict with or obstruct implementation
of the Air Quality Management Plan. This impact would be considered less
than significant.

The 2007 AQMP, as discussed previously, was prepared to accommodate growth, to reduce the high
levels of pollutants within the areas under the jurisdiction of SCAQMD, and to return clean air to the
region. Projects that are considered to be consistent with the AQMP would not interfere with
attainment, because this growth is included in the projections used to formulate the AQMP. Therefore,
projects, uses, and activities that are consistent with the applicable assumptions used in the development
of the AQMP would not jeopardize attainment of the air quality levels identified in the AQMP, even if
they exceed the SCAQMDs recommended daily emissions thresholds.
Population projections for the City of Santa Ana assumed a population increase of 15,930 residents
(without the project) between the years 2010 and 2035 (see Table 4.9-2 (SCAG Population Growth
Projections, 20052035) in Section 4.9 [Population, Housing, and Employment]). This population
growth estimate was used to formulate the 2007 AQMP. The direct population growth estimated to be
associated with the full build-out of properties with development potential within the Transit Zoning
Code (SD 84A and SD 84B) area, which is also projected to occur over the next 20 to 25 years, is
approximately 12,225 people, or approximately 76 percent of the projected growth. Projected growth
rates assume some level of new housing construction that contributes to future population growth.
Given that the vast majority of the Transit Zoning Code (SD 84A and SD 84B) area is built-out and not
anticipated to increase in density, the units that could be constructed under the new standards contained
within the Transit Zoning Code (SD 84A and SD 84B) would accommodate the projected new
population growth in the City and guide it toward the most desirable location for compact development.
Furthermore, according to the 2009 Housing Element of the General Plan, there was a potential for only
1,651 residential units to be developed on the Citys remaining undeveloped and underutilized properties.
Even if all of these units were developed, the population increase that could be accommodated would
only range between 4,953 and 7,760 persons (depending on a pph factor of 3.0 or 4.7). Therefore, in
order to accommodate the forecasted population growth that is anticipated to continue to occur, infill
and reutilization of underdeveloped land has become a priority in the City. The Transit Zoning Code
(SD 84A and SD 84B) will further the Citys ability to respond to projected population growth consistent
with the growth projections prepared by SCAG.
The anticipated population increase of 12,225 new residents as a result of the long-term cumulative
development pursuant to the Transit Zoning Code is consistent with the SCAG growth projections for
Santa Ana and, therefore, would not conflict with or obstruct implementation of the Air Quality
Management Plan. This impact would be considered less than significant.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-27

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Effects Found to Be Significant


Threshold

Would the project violate any air quality standard or contribute substantially to an
existing or projected air quality violation?

Impact 4.2-5

Construction activities associated with the construction of individual


projects within the Transit Zoning Code area, including the Developer
project, could contribute substantially to an existing or projected air quality
violation for criteria air pollutants. This is considered a potentially
significant impact. Compliance with the identified project requirement and
implementation of mitigation measures MM4.2-2 through MM4.2-10 would
reduce this impact, but not to a less-than-significant level. Therefore, this
impact would be considered significant and unavoidable.

The Developer Project will be developed in a phased manner. For the purposes of environmental
evaluation, the first increment of development consists of forty-nine Agency owned parcels, comprising
approximately seven non-contiguous acres. The initial phase of the project is assumed to be constructed
by 2011 as a conservative construction scenario. The Project would not create short-term quantities of
criteria pollutants above the significance thresholds published by SCAQMD as shown below in
Table 4.2-7 (Construction Emissions and Criteria Values, Santa Ana Redevelopment Agency Parcels).
Table 4.2-7

Construction Emissions and Criteria Values, Santa Ana Redevelopment


Agency Parcels
CO
(lbs/day)

Source

NOX
(lbs/day)

ROG
(lbs/day)

SOX
(lbs/day)

PM10
(lbs/day)

PM2.5
(lbs/day)

6/1/20106/28/2010
Demolition
Fugitive Dust

0.00

0.00

0.00

0.00

3.95

0.82

Exhaust

18.17

30.40

3.85

0.01

1.82

1.66

Demolition Subtotals

18.17

30.40

3.85

0.01

5.77

2.48

Total

18.17

30.40

3.85

0.01

5.77

2.48

SCAQMD Threshold

550

100

75

150

150

55

Significant?

No

No

No

No

No

No

6/29/201007/30/2010
Mass Grading
Fugitive Dust

0.00

0.00

0.00

0.00

100.00

20.88

Exhaust

13.51

25.05

3.04

0.00

1.26

1.16

Mass Grading Subtotals

13.51

25.05

3.04

0.00

101.26

22.04

Total

13.51

25.05

3.04

0.00

101.26

22.04

SCAQMD Threshold

550

100

75

150

150

55

Significant?

No

No

No

No

No

No

4.2-28

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

Table 4.2-7

Construction Emissions and Criteria Values, Santa Ana Redevelopment


Agency Parcels
CO
(lbs/day)

Source

NOX
(lbs/day)

ROG
(lbs/day)

SOX
(lbs/day)

PM10
(lbs/day)

PM2.5
(lbs/day)

8/2/20108/13/2010
Fine Grading
Fugitive Dust

0.00

0.00

0.00

0.00

100.00

20.88

Exhaust

18.79

33.75

4.21

0.00

1.81

1.66

Fine Grading Subtotals

18.79

33.75

4.21

0.00

101.81

22.54

Total

18.79

33.75

4.21

0.00

101.81

22.54

SCAQMD Threshold

550

100

75

150

150

55

Significant?

No

No

No

No

No

No

8/16/20108/20/2010
Fine Grading
Fugitive Dust

0.00

0.00

0.00

0.00

100.00

20.88

Exhaust

18.79

33.75

4.21

0.00

1.81

1.66

18.79

33.75

4.21

0.00

101.81

22.54

9.26

17.75

2.09

0.00

0.89

0.81

28.05

51.50

6.30

0.00

102.70

23.35

SCAQMD Threshold

550

100

75

150

150

55

Significant?

No

No

No

No

No

No

Fine Grading Subtotals


Trenching
Total

8/23/20109/14/2010
Building Construction

40.67

23.73

4.93

0.04

1.69

1.45

Paving

12.47

20.47

5.42

0.01

1.55

1.40

53.14

44.20

10.35

0.05

3.24

2.85

SCAQMD Threshold

550

100

75

150

150

55

Significant?

No

No

No

No

No

No

Total

9/15/201012/31/2010
Building Construction

40.67

23.73

4.93

0.04

1.69

1.45

40.67

23.73

4.93

0.04

1.69

1.45

SCAQMD Threshold

550

100

75

150

150

55

Significant?

No

No

No

No

No

No

Total

1/3/201110/14/2011
Building Construction

38.26

22.17

4.56

0.04

1.61

1.37

38.26

22.17

4.56

0.04

1.61

1.37

SCAQMD Threshold

550

100

75

150

150

55

Significant?

No

No

No

No

No

No

Total

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-29

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.2-7

Construction Emissions and Criteria Values, Santa Ana Redevelopment


Agency Parcels
CO
(lbs/day)

Source

NOX
(lbs/day)

ROG
(lbs/day)

SOX
(lbs/day)

PM10
(lbs/day)

PM2.5
(lbs/day)

10/17/201111/30/2011
Building Construction

38.26

22.17

4.56

0.04

1.61

1.37

Coating

2.48

0.14

60.13

0.00

0.02

0.01

40.74

22.31

64.69

0.04

1.63

1.38

SCAQMD Threshold

550

100

75

150

150

55

Significant?

No

No

No

No

No

No

Total

Future phases of development are anticipated to be constructed through the buildout horizon year of
2035. During construction of individual projects, four basic types of activities could potentially occur and
generate emissions. First, demolition of existing structures within the Transit Zoning Code (SD 84A and
SD 84B) area could occur and some debris from the demolished buildings would be exported from the
area. Second, individual sites would be prepared, excavated, and graded to accommodate new building
foundations and new parking, and project sites would be graded. Next, projects would be constructed.
Finally, new landscaping would be planted around new facilities and the facilities would be readied for
use, including the application of architectural coatings and the paving of surfaces, including surface
parking.
The thresholds of significance that have been recommended by the SCAQMD for construction
emissions were developed for individual development projects and are based on the SCAQMDs New
Source Review emissions standards for individual sources.
Many of the individual projects that could be developed under the proposed project may be small and
thus would not generate construction emissions that exceed the SCAQMDs recommended thresholds of
significance. To the extent that construction of these individual projects overlaps, then the combined
emissions from these small, individual projects could exceed the recommended SCAQMD thresholds,
particularly for CO, NOX, and PM10, for which the Basin is currently in nonattainment. In addition to the
smaller-scale projects, some of the individual development projects could also be large enough to
generate construction emissions that exceed the SCAQMD thresholds. As the specific size, location, and
construction techniques and scheduling that will be utilized for each individual development project
occurring within the Transit Zoning Code (SD 84A and SD 84B) area, with the exception of the
Developer Project, are not currently known, the provision of precise emission estimates for each
individual development project, or a combination of these projects, is not currently feasible and would
require the City to speculate regarding such potential future projects potential environmental impacts. As
such, the City is not required to engage in such speculation (CEQA Guidelines, Section 15145).
Nevertheless, construction activities conducted as part of the implementation of the Transit Zoning
Code (SD 84A and SD 84B) could exceed SCAQMD thresholds and result in a potentially significant
impact.

4.2-30

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

Mitigation measures MM4.2-7 through MM4.2-20 would be implemented to reduce these emissions.
While implementation of mitigation measures MM4.2-2 through MM4.2-20 would reduce constructionrelated emissions, they may not reduce these emissions to levels below the SCAQMD thresholds as the
amount of emissions generated for each project would vary depending on its size, the land area that
would need to be disturbed during construction, and the length of the construction schedule, as well as
the number of developments being constructed concurrently as part of the Transit Zoning Code
(SD 84A and SD 84B). Under these conditions, no further feasible mitigation measures are available and
this impact would be considered significant and unavoidable. The City will make site-specific
determinations of significance during the review of these individual development projects to determine
which projects for which construction emissions may exceed significance thresholds.
MM4.2-7

Project applicants shall require by contract specifications that all diesel-powered equipment used will be
retrofitted with after-treatment products (e.g., engine catalysts) to the extent that they are readily
available in the South Coast Air Basin. Contract specifications shall be included in project
construction documents, which shall be reviewed by the City of Santa Ana prior to issuance of a
grading permit.

MM4.2-8

Project applicants shall require by contract specifications that all heavy-duty diesel-powered equipment
operating and refueling at the project site use low-NOX diesel fuel to the extent that it is readily
available and cost effective (up to 125 percent of the cost of California Air Resources Board diesel) in
the South Coast Air Basin (this does not apply to diesel-powered trucks traveling to and from the
project site). Contract specifications shall be included in project construction documents, which shall be
reviewed by the City of Santa Ana prior to issuance of a grading permit.

MM4.2-9

Project applicants shall require by contract specifications that alternative fuel construction equipment
(i.e., compressed natural gas, liquid petroleum gas, and unleaded gasoline) be utilized to the extent
that the equipment is readily available and cost effective in the South Coast Air Basin. Contract
specifications shall be included in project construction documents, which shall be reviewed by the City of
Santa Ana prior to issuance of a grading permit.

MM4.2-10

Project applicants shall require by contract specifications that construction equipment engines be
maintained in good condition and in proper tune per manufacturers specification for the duration of
construction. Contract specifications shall be included in project construction documents, which shall be
reviewed by the City of Santa Ana prior to issuance of a grading permit.

MM4.2-11

Project applicants shall require by contract specifications that construction operations rely on the
electricity infrastructure surrounding the construction site rather than electrical generators powered by
internal combustion engines to the extent feasible. Contract specifications shall be included in project
construction documents, which shall be reviewed by the City of Santa Ana prior to issuance of a
grading permit.

MM4.2-12

As required by South Coast Air Quality Management District Rule 403Fugitive Dust, all
construction activities that are capable of generating fugitive dust are required to implement dust
control measures during each phase of project development to reduce the amount of particulate matter
entrained in the ambient air. These measures include the following:
Application of soil stabilizers to inactive construction areas
Quick replacement of ground cover in disturbed areas

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-31

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Watering of exposed surfaces three times daily


Watering of all unpaved haul roads three times daily
Covering all stock piles with tarp
Reduction of vehicle speed on unpaved roads
Post signs on-site limiting traffic to 15 miles per hour or less
Sweep streets adjacent to the project site at the end of the day if visible soil material is carried over
to adjacent roads
Cover or have water applied to the exposed surface of all trucks hauling dirt, sand, soil, or other
loose materials prior to leaving the site to prevent dust from impacting the surrounding areas
Install wheel washers where vehicles enter and exit unpaved roads onto paved roads to wash off
trucks and any equipment leaving the site each trip

MM4.2-13

The developer shall require by contract specifications that construction-related equipment, including
heavy-duty equipment, motor vehicles, and portable equipment, shall be turned off when not in use for
more than 30 minutes. Diesel-fueled commercial motor vehicles with gross vehicular weight ratings of
greater than 10,000 pounds shall be turned off when not in use for more than 5 minutes. Contract
specifications shall be included in the proposed project construction documents, which shall be approved
by the City of Santa Ana.

MM4.2-14

The developer shall require by contract specifications that construction parking be configured to
minimize traffic interference during the construction period and, therefore, reduce idling of traffic.
Contract specifications shall be included in the proposed project construction documents, which shall be
approved by the City of Santa Ana.

MM4.2-15

The developer shall require by contract specifications that temporary traffic controls are provided, such
as a flag person, during all phases of construction to maintain smooth traffic flow. Contract
specifications shall be included in the proposed project construction documents, which shall be approved
by the City of Santa Ana.

MM4.2-16

The developer shall require by contract specifications that construction activities that affect traffic flow
on the arterial system by scheduled to off-peak hours (9:00 A.M. to 3:00 P.M.). Contract
specifications shall be included in the proposed project construction documents, which shall be approved
by the City of Santa Ana.

MM4.2-17

Upon issuance of building or grading permits, whichever is issued earliest, notification shall be mailed
to owners and occupants of all developed land uses within mile of any project within the Transit
Zoning Code (SD 84A and SD 84B) boundaries greater than four stories in height or 25,000 sf in
area providing a schedule for major construction activities that will occur through the duration of the
construction period. In addition, the notification will include the identification and contact number for
a community liaison and designated construction manager that would be available on site to monitor
construction activities. The construction manager shall be responsible for complying with all project
requirements related to PM10 generation. The construction manager will be located at the on-site
construction office during construction hours for the duration of all construction activities. Contract
information for the community liaison and construction manager will be located at the construction
office, City Hall, the police department, and a sign on site.

4.2-32

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

In addition, emission levels of VOCs, which are a precursor for ozone, would potentially exceed
SCAQMD significance thresholds during the application of architectural coatings (paint and primer)
during buildout of the proposed project. In order to reduce the VOC emissions levels associated with
architectural coatings, the following mitigation measures would be implemented:
MM4.2-18

The developer shall require by contract specifications that the architectural coating (paint and primer)
products used would have a VOC rating of 125 grams per liter or less. Contract specifications shall
be included in the proposed project construction documents, which shall be reviewed and approved by
the City of Santa Ana.

MM4.2-19

The developer shall require by contract specifications that materials that do not require painting be
used during construction to the extent feasible. Contract specifications shall be included in the proposed
project construction documents, which shall be reviewed and approved by the City of Santa Ana.

MM4.2-20

The developer shall require by contract specifications that pre-painted construction materials be used to
the extent feasible. Contract specifications shall be included in the proposed project construction
documents, which shall be reviewed and approved by the City of Santa Ana.

However, because construction emissions for an individual project may exceed the SCAQMDs
recommended thresholds of significance and results in short-term air quality impacts, the impact of the
proposed project, which takes into consideration the construction emissions generated from all of the
development proposed under the proposed project, is anticipated to be significant and unavoidable.
Threshold

Impact 4.2-6

Would the project violate any air quality standard or contribute substantially to an
existing or projected air quality violation?

Operation of the proposed project would exceed South Coast Air Quality
Management District standards for VOC, NOX, CO, and PM10 and would
result in a projected air quality violation. No feasible mitigation is available
to reduce this impact to a less-than-significant level. Therefore, this impact
would be considered significant and unavoidable.

Operational emissions generated by both stationary and mobile sources would result from normal dayto-day activities in the Transit Zoning Code (SD 84A and SD 84B) area as new projects are completed
and occupied. Stationary, area source emissions would be generated by the consumption of natural gas
for space and water heating devices, and the operation of landscape maintenance equipment. Mobile
emissions would be generated by the motor vehicles traveling to and from the project site.
The analysis of daily operational emissions from the proposed project has been prepared utilizing the
URBEMIS 2007 ver. 9.2.4 computer model recommended by the SCAQMD. The results of the
URBEMIS 2007 ver. 9.2.4 calculations for the daily operational emissions of the proposed project are
presented in Table 4.2-8 (Proposed Project Daily Operational Emissions).
As shown, operation of the proposed project would generate emissions that exceed the thresholds of
significance recommended by the SCAQMD for VOC, NOX, CO, and PM10. The exceedance of the
SCAQMD thresholds for these four criteria pollutants is primarily due to the increase in motor vehicles

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-33

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

traveling to and from the project site. As no feasible mitigation is available to reduce these emissions, this
impact would remain significant and unavoidable.
The Project as a whole is significant for operational emissions due to the size of the project area. The
Project is at programmatic level analysis as the development consists of various individual project
components. Programmatic mitigation measures (MM4.2-21 thru MM4.2-36), discussed below, will be
incorporated into the individual components of the Transit Zoning Code (SD 84A and SD 84B) as they
are being prepared. With programmatic mitigation incorporated at the individual component level, the
components themselves may be less than significant on a site-by-site basis, but will be required to do
individual air quality impact analyses to determine their independent significance levels. With the
following operational period mitigation incorporated into the Project, long-term operational emissions
will be reduced; however, on a Transit Zoning Code (SD 84A and SD 84B) level they will still remain
significant.
Table 4.2-8

Proposed Project Daily Operational Emissions


CO
(lbs/day)

NOX
(lbs/day)

ROG
(lbs/day)

SOX
(lbs/day)

PM10
(lbs/day)

PM2.5
(lbs/day)

Single Family Housing

134.08

15.19

12.81

0.34

55.92

10.87

Condo/Townhouse General

963.24

109.11

94.05

2.47

401.76

78.06

Condo/Townhouse High Rise

70.61

7.3

0.18

29.45

5.72

City Park

0.9

0.11

0.14

0.39

0.08

Strip Mall

591.62

70.17

55.73

1.57

257.31

49.89

21.07

45.87

3.53

0.00

0.09

0.09

1768.56

49.23

638.31

4.94

274.18

263.93

Landscape

20.67

0.21

3.23

0.00

0.06

0.06

Consumer Products

0.00

0.00

209.05

0.00

0.00

0.00

Architectural Coatings

0.00

0.00

8.87

0.00

0.00

0.00

3570.75

297.89

1033.02

9.50

1019.16

408.70

SCAQMD Thresholds

550

55

55

150

150

55

Significant Impact?

Yes

Yes

Yes

No

Yes

No

Source

Operational Sources

Area Sources
Natural Gas
Hearth

Total Emissions

SOURCE:

PBS&J 2010. Calculation sheets are provided in Appendix B.

In order to reduce the operational emissions levels the following mitigation measures would be
implemented:
MM4.2-21

4.2-34

As individual components of the Transit Zoning Code (SD 84A and SD 84B) are implemented, an
air quality impact analyses will be completed to determine their independent significance levels.
Mitigation is to be incorporated at the individual component level to bring the individual components
to less than significant on a site-by-site basis.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

MM4.2-22

Prior to issuance of a building permit, the applicant shall demonstrate that the design of the proposed
buildings or structures exceeds current Title 24 requirements (Title 24, Part 6 of the California Code
of Regulations; The Energy Commission adopted the 2008 Standards on April 23, 2008, and the
Building Standards Commission approved them for publication on September 11, 2008. The 2008
Residential Compliance Manual was adopted by the Commission on December 17, 2008, and the
2008 Non-residential Compliance Manual was adopted January 14, 2009.Energy Efficiency
Standards for Residential and Non Residential Buildings, as amended November 1, 2005; Cool
Roof Coatings performance standards as amended September 11, 2006) by a minimum of 20 percent,
subject to review by the County Building Official. Documentation of compliance with this measure
shall be provided to the Planning Department and Building Official for review and approval prior to
issuance of the permit. Installation of the identified design features or equipment will be confirmed by
the County Building Official prior to certificate of occupancy. Any combination of the following design
features may be used to fulfill this mitigation provided that the total increase in efficiency meets or
exceeds 20 percent:
Increase in insulation such that heat transfer and thermal bridging is minimized
Limit air leakage through the structure or within the heating and cooling distribution system to
minimize energy consumption
Incorporate dual-paned or other energy efficient windows
Incorporate energy efficient space heating and cooling equipment
Incorporate energy efficient light fixtures
Incorporate energy efficient appliances
Incorporate energy efficient domestic hot water systems
Incorporate solar panels into the electrical system
Incorporate cool roofs/light-colored roofing
Or other measures that will increase the energy efficiency of building envelope in a manner that
when combined with the other options listed above exceeds current Title 24 Standards (Title 24,
Part 6 of the California Code of Regulations; Energy Efficiency Standards for Residential and
Non Residential Buildings, as amended November 1, 2005; Cool Roof Coatings performance
standards as amended September 11, 2006) by a minimum of 20 percent

MM4.2-23

Prior to issuance of a building permit, the applicant shall provide a landscape plan for the Project that
includes shade trees around main buildings, particularly along southern elevations where practical, and
will not interfere with loading dock locations or other operational constraints. Documentation of
compliance with this measure shall be provided to the City Building Official for review and approval.

MM4.2-24

Prior to issuance of a building permit, the applicant shall demonstrate that the proposed building or
structure designs incorporate exterior storage areas for recyclables and green waste and adequate
recycling containers located in public areas. Documentation of compliance with this measure shall be
provided to the City Building Official for review and approval. Installation of the identified design
features or equipment will be confirmed by the City Building Official prior to issuance of certificate of
occupancy.

MM4.2-25

The applicant shall provide education and publicity about reducing waste and available recycling
services to future tenants. The education and publicity materials shall be provided to the City for
review and approval by the Planning Department.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-35

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

MM4.2-26

All showerheads, lavatory faucets, and sink faucets within the residential units shall comply with the
California Energy Conservation flow rate standards.

MM4.2-27

Low-flush toilets shall be installed within all commercial and residential (including Congregate Care)
units as specified in California State Health and Safety Code Section 17921.3.

MM4.2-28

All commercial/industrial/common area irrigation areas shall be capable of being operated by a


computerized irrigation system which includes an onsite weather station/ET gage capable of reading
current weather data and making automatic adjustments to independent run times for each irrigation
valve based on changes in temperature, solar radiation, relative humidity, rain, and wind. In addition,
the computerized irrigation system shall be equipped with flow-sensing capabilities, thus automatically
shutting down the irrigation system in the event of a mainline break or broken head. These features
will assist in conserving water, eliminating the potential of slope failure due to mainline breaks, and
eliminating over-watering and flooding due to pipe and/or head breaks.

MM4.2-29

Landscape designers shall ensure that Project landscaping of commercial/industrial/common areas


uses drought-tolerant and smog-tolerant trees, shrubs, and groundcover to ensure long-term viability
and conserve water and energy.

MM4.2-30

Landscape designers shall ensure that the landscape plan includes drought resistant trees, shrubs, and
groundcover within the parking lot and perimeter.

MM4.2-31

Project designers shall ensure that design features incorporate light-colored roofing materials that will
deflect heat away from the building and conserve energy.

MM4.2-32

The Project designers shall ensure that designs include all illumination elements to have controls to
allow selective use as an energy conservation measure.

MM4.2-33

Prior to issuance of a building permit, the applicant shall demonstrate that measures have been
included to promote ride sharing programs such as, but not necessarily including, publishing ride
sharing information for all of the tenants, designating a certain percentage of parking spaces for ride
sharing vehicles, designating adequate passenger loading and unloading and waiting areas for ride
sharing vehicles, and providing a website or message board for coordinating rides. Documentation of
compliance with this measure shall be provided to the City Building Official for review and approval.
Installation of the identified design features or equipment will be confirmed by the City Building
Official prior to issuance of certificate of occupancy.

MM4.2-34

Prior to issuance of a building permit, the applicant shall demonstrate that measures have been
included to provide adequate bicycle parking near building entrances to promote cyclist safety, security,
and convenience. Documentation of compliance with this measure shall be provided to the City
Building Official for review and approval. Installation of the identified design features or equipment
will be confirmed by the City Building Official prior to issuance of certificate of occupancy.

MM4.2-35

Prior to issuance of any certificate of occupancy, the applicant shall demonstrate that all interior
building lighting supports the use of compact fluorescent light bulbs or equivalently efficient lighting to
the satisfaction of the City Building Official.

4.2-36

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

MM4.2-36

Tenants shall be responsible to ensure that preferential parking spaces are allocated to ultra-low
emission vehicles and alternative fueled vehicles to encourage the use of alternative fuels and ultra-low
emission vehicles.

As shown, operation of the proposed project would generate emissions that exceed the thresholds of
significance recommended by the SCAQMD for CO, NOX, ROG, and PM10. The exceedance of the
SCAQMD thresholds for these four criteria pollutants is primarily due to the increase in motor vehicles
traveling to and from the project site. As no feasible mitigation is available to reduce these emissions, this
impact would remain significant and unavoidable.
Threshold

Impact 4.2-7

Would the project result in a cumulatively considerable net increase of any


criteria pollutant for which the project region is in nonattainment under an
applicable federal or state ambient air quality standard (including releasing
emissions which exceed quantitative thresholds for ozone precursors)?

Construction and operation of the proposed project could result in a


cumulatively considerable net increase of criteria pollutants for which the
proposed project region is in nonattainment under an applicable federal or
state ambient air quality standard. This is considered a significant impact.
Implementation of mitigation measures MM4.2-2 through MM4.2-39
would reduce this impact, but not to a less-than-significant level.
Therefore, this impact would be considered significant and unavoidable.

A significant impact may occur if a project would add a cumulatively considerable contribution of a
federal or state non-attainment pollutant. Because the Basin is currently in nonattainment for ozone (for
which VOC and NOX are precursors) and PM10 under national and State standards, and is in
nonattainment for CO under national standards, projects could cumulatively exceed an air quality
standard or contribute to an existing or projected air quality exceedance. With regard to determining the
significance of the proposed project contribution, the SCAQMD neither recommends quantified
analyses of cumulative construction or operational emissions, nor provides separate methodologies or
thresholds of significance to be used to assess cumulative construction or operational impacts. Instead,
the SCAQMD recommends that a projects potential contribution to cumulative impacts should be
assessed using the same significance criteria as those for project specific impacts; that is, individual
development projects that generate construction-related or operational emissions that exceed the
SCAQMD-recommended daily thresholds for project-specific impacts would also cause a cumulatively
considerable increase in emissions for those pollutants for which the Basin is in nonattainment.
As discussed previously in Impact 4.2-5, the proposed project has the potential to exceed SCAQMDs
recommended thresholds of significance and result in short-term air quality impacts; thus, the impact of
the proposed project is anticipated to be significant. Many of the individual projects that could be
developed under the proposed project may be small and thus would not generate construction emissions
that exceed the SCAQMDs recommended thresholds of significance. However, to the extent that
construction of these individual projects overlaps, the combined emissions from these small, individual
projects could exceed the recommended SCAQMD thresholds, particularly for CO, NOX, and PM10, for
which the Basin is currently in nonattainment. In addition to the smaller-scale projects, some of the

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-37

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

individual development projects could also be large enough to generate construction emissions that
exceed the SCAQMD thresholds. Therefore, the emissions generated by construction of the proposed
project would be cumulatively considerable and would constitute a substantial contribution to an existing
or projected air quality violation. As described above in Impact 4.2-5, implementation of mitigation
measures MM4.2-2 through MM4.2-6 would reduce these emissions, but not to a less-than-significant
level.
As discussed in Impact 4.2-6, operation of the proposed project would generate emissions that exceed
the thresholds of significance recommended by the SCAQMD for VOC, NOX, CO, and PM10. Because
the Basin is in nonattainment for PM10, VOC, and NOX (VOC and NOX being precursors of ozone), the
proposed project would make a cumulatively considerable contribution to criteria pollutant emissions.
Because the proposed project would exceed SCAQMD thresholds for the pollutants and precursors of
ozone for which the Basin is in non-attainment, the proposed project would make cumulatively
considerable contributions of these pollutants during both construction and operation of the proposed
project. Because no feasible mitigation beyond what is proposed for Impact 4.2-5 is available to further
reduce these contributions to levels below SCAQMD thresholds, this impact is considered to be
significant and unavoidable.
For clarification, and as evident by the above analysis, this threshold essentially repeats the analysis
provided in Impact 4.2-5 and Impact 4.2-6 and applies it to the cumulative condition, whereby any
individual project that exceeds the SCAQMD recommended daily thresholds for project-specific impacts
is considered to cause a cumulatively considerable increase in emissions for those pollutants for which
the Basin is in nonattainment.

4.2.4

Cumulative Impacts

The geographic context for cumulative air quality impacts is SRA 17, which covers Central Orange
County. This analysis, therefore, accounts for all anticipated cumulative growth within this geographic
area, including ambient growth along with development of the related projects provided in Table 3-3
(List of Related Development Projects) in Chapter 3 (Project Description) of this EIR. As discussed in
Impact 4.2-4, the significance of cumulative air quality impacts is typically determined according to the
project-specific impact methodology recommended by the SCAQMD.
Cumulative development is consistent with the SCAG 2010-2035 growth projections and would not
conflict with the conflict with, or obstruct implementation of, the 2007 AQMP. The direct population
growth estimated to be associated with the full build-out of properties with development potential within
the Transit Zoning Code (SD 84A and SD 84B) area, which is also projected to occur over the next 20 to
25 years, is approximately 12,225 people, or approximately 76 percent of the projected growth. Projected
growth rates assume some level of new housing construction that contributes to future population
growth. Given that the vast majority of the Transit Zoning Code (SD 84A and SD 84B) area is built-out
and not anticipated to increase in density, the units that could be constructed under the new standards
contained within the Transit Zoning Code (SD 84A and SD 84B) would accommodate the projected new
population growth in the City and guide it toward the most desirable location for compact development.

4.2-38

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

Furthermore, according to the 2009 Housing Element of the General Plan, there was a potential for only
1,651 residential units to be developed on the Citys remaining undeveloped and underutilized properties.
Even if all of these units were developed, the population increase that could be accommodated would
only range between 4,953 and 7,760 persons (depending on a pph factor of 3.0 or 4.7). Therefore, in
order to accommodate the forecasted population growth that is anticipated to continue to occur, infill
and reutilization of underdeveloped land has become a priority in the City. The Transit Zoning Code
(SD 84A and SD 84B) will further the Citys ability to respond to projected population growth consistent
with the growth projections prepared by SCAG. The anticipated population increase of 12,225 new
residents as a result of the long-term cumulative development pursuant to the Transit Zoning Code is
consistent with the SCAG growth projections for Santa Ana and, therefore, would not conflict with or
obstruct implementation of the Air Quality Management Plan. This impact would be considered less
than significant.
As the Basin is currently in nonattainment for ozone, CO, NOX, PM10, and PM2.5, cumulative
development could violate an air quality standard or contribute to an existing or projected air quality
violation. Therefore, this is considered to be a significant cumulative impact within the Basin. With
regard to determining the significance of the proposed project contribution, SCAQMD recommends that
individual projects that exceed the SCAQMD recommended daily thresholds for project-specific impacts
be considered to cause a cumulatively considerable increase in emissions for those pollutants for which
the Basin is in nonattainment (Smith, 2005). As discussed previously under Impact 4.2-5, long-term
cumulative development construction would cause an increase in daily, construction-related emissions of
criteria air pollutants that would exceed the thresholds of significance recommended by the SCAQMD
even with implementation of mitigation measures MM4.2-2 through MM4.2-10. Construction under the
proposed project would make a cumulatively considerable contribution to this significant impact. In
addition, as discussed in Impact 4.2-6, operation at full buildout of the proposed project would result in
quantities of air emissions that exceed the SCAQMD thresholds for VOC, NOX, CO, and PM10, and
would create a cumulatively considerable contribution to this significant impact. Consequently, the
cumulative impact of the proposed project for construction emissions would be significant and
unavoidable.
It is unlikely that future projects will result in long-term future exposure of sensitive receptors to
substantial pollutant concentrations, because CO levels are projected to be lower in the 2035 (buildout of
the Santa Ana General Plan) due to improvements in vehicle emission rates predicted by the ARB.
Therefore, the cumulative impact is considered to be less than significant. Cumulative development is
not, therefore, expected to expose sensitive receptors to substantial CO concentrations. As discussed in
Impact 4.2-2, the future CO concentrations at the eighteen study intersections determined to operate at
LOS D, E, and F in 2035, are based on the projected future traffic volumes from the study intersections
contained in the traffic study, which takes into account emissions from the proposed project, future
ambient growth, and related projects in the project area. As shown in Table 4.2-6, future 1-hour and 8hour CO concentrations near these study intersections would not exceed national or State ambient air
quality standards. All other intersections are expected to operate at LOS C or higher. As a result, CO
hotspots would not occur near these intersections in the future, and the contribution of the proposed
project to CO hotspots would not be cumulatively considerable. Therefore, the cumulative impact of the
proposed project would be less than significant.
City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-39

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

The relevant geographic area for odor impacts is the City, and related projects projected to be built
include primarily residential, commercial, and office uses, and could include restaurants. Odors resulting
from the construction of these projects are not likely to affect a substantial number of people, due to the
fact that construction activities do not usually emit offensive odors. As discussed in Impact 4.2-1,
although construction activities occurring in association with the proposed project could generate
airborne odors associated with the operation of construction vehicles (e.g., diesel exhaust) and the
application of interior and exterior architectural coatings, these emissions would only occur during
daytime hours, would generally be restricted to the immediate vicinity of the construction site and
activity, and standard construction requirements would be imposed on the developers/applicants
associated with these construction projects. Odors from construction activities would not affect a
substantial number of people. The odor impacts resulting from residential and office projects are not
expected to affect a substantial amount of people, as activities typically associated with these uses do not
emit offensive odors and solid waste from these projects would be stored in special areas and in
containers, as required by mitigation measure MM4.2-1. In addition, restaurants are typically required to
have ventilation systems that prevent substantial adverse odor impacts. Any odors originating from
industrial uses would not be created as part of the proposed project; thus, the projects contribution to
the cumulative odor impact is not considerable. Because a less-than-significant cumulative impact would
occur with respect to objectionable odors, and the proposed project would not result in objectionable
odors that would affect a substantial number of people, the cumulative impact of the proposed project
would also be less than significant.

4.2.5

References

California Air Resources Board (California ARB). 1990. CALINE4 Computer Model, 1990.
. 2006. EMFAC2007 Computer Model, Version 2.3, November 1, 2006.
. 2007a. Air Quality Data Statistics, Top 4 Measurements and Days Above the Standard.
http://www.arb.ca.gov/adam/welcome.html, accessed November 13, 2007.
. 2007b. Transportation and Land Use Programs Model, URBEMIS 2007, version 9.2.0.
. 2007c. URBEMIS 2007 Computer Model, Version 9.2.4
California Department of Transportation (Caltrans). 1999. California LINE Source Dispersion Model,
version 4. v. 1.31, April.
KOA Corporation. 2010. Santa Ana Renaissance Transit Zoning Code (SD 84A and SD 84B) Traffic Study,
January.
National Oceanic and Atmospheric Administration (NOAA). National Climatic Data Center. n.d.
Climatic Wind Data for the United States, 19301996.
http://www.ncdc.noaa.gov/oa/mpp/freedata.html, accessed October 31, 2007.
Office of Environmental Health Hazards. 2003. Air Toxics Hot Spots Program Risk Assessment Guidelines,
Air Toxics Hot Spots Program Guidance Manual for Preparation of Health Risk Assessments, August.
Santa Ana, City of. 1982a. Conservation Element. Santa Ana General Plan. Adopted September 1982.
. 1982b. Energy Element. Santa Ana General Plan. Adopted September 1982.
. 1998a. Circulation Element. Santa Ana General Plan. Adopted February 2, 1998.

4.2-40

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2 Air Quality

. 1998b. Land Use Element. Santa Ana General Plan. Adopted February 2, 1998.
Smith, Steve. 2005. Personal communication with Program Supervisor, South Coast Air Quality
Management District, 13 January.
South Coast Air Quality Management District (SCAQMD). 1993a. CEQA Air Quality Handbook.
. 1993b. SCAQMD CEQA Air Quality Handbook, April 1993.
. 1997. 1997 Air Quality Management Plan.
. 1999. Final 1999 Amendment to the 1997 Ozone SIP Revision for the South Coast Air Basin.
. 2003a. Final Localized Significance Threshold Methodology, June.
. 2003b. Final 2003 AQMP, August 1.
. 2005. Sample Construction Scenarios for Projects Less than Five Acres in Size, February.
. 2006. FinalMethodology to Calculate Particulate Matter (PM)2.5 and PM2.5 Significance Thresholds,
November 2006.
. 2006, 2007, 2008. Air Pollution Data Monitoring Cards.
. 2007a. Final 2007 Air Quality Management Plan, July 13.
. 2007b. Rules and Regulations, 2007.
. 2007c. Appendix C, Revised October 21, 2009.
Southern California Association of Governments (SCAG). 2005. 2004 RTP Growth Forecasts.
http://www.scag.ca.gov/forecast/downloads/2004GF.xls, Accessed August 2006.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.2-41

4.3 Biological Resources

4.3

BIOLOGICAL RESOURCES

This section describes existing vegetation, landscaping, and biological resources within the Transit
Zoning Code (SD 84A and SD 84B) area, and evaluates potential impacts to those resources. Although
impacts to Biological Resources were scoped out in the Initial Study/Notice of Preparation (IS/NOP),
due to public concern this section of the EIR has been included. Analyses in this EIR include the
assessment of potential impacts to: sensitive species (as defined by Appendix G of 2007
CEQA Guidelines), including migratory bird species; sensitive natural communities; and federally
protected wetlands. This section relies upon information published in federal, state, and local documents.
Four comment letters were received in response to the IS/NOP circulated for the project related to
biological resources. Full bibliographic entries for all reference material are provided in Section 4.3.5
(References) of this section.

4.3.1

Environmental Setting

Regional Setting
The project is located in the central urban core of Santa Ana and comprises over 100 blocks and
450 acres, approximately 10 miles from the Pacific Ocean. The Transit Zoning Code (SD 84A and
SD 84B) area is generally bounded by First Street, Flower Street, Civic Center Drive, Grand Avenue and
Interstate 5 (I-5). More specifically, the Transit Zoning Code (SD 84A and SD 84B) area is located in the
area west of I-5, north of First Street, and between Grand Avenue and Flower Street in the City of Santa
Ana in Orange County.

Existing On-Site Conditions


The Transit Zoning Code (SD 84A and SD 84B) area is currently developed with a variety of land uses
including residential, commercial, retail, office, civic, and industrial.

Biological Resources
Literature Survey
Information on occurrences of special-status species in the vicinity of the Transit Zoning Code (SD 84A
and SD 84B) area was obtained from searching databases and lists of California Department of Fish and
Games (CDFG) Natural Diversity Data Base (CNDDB, January 2010) and California Native Plant
Societys (CNPS) Electronic Inventory (January 2010) for the U.S. Geological Surveys (USGS) 7.5minute Orange, Anaheim, Tustin, and Newport Beach quadrangles. Information on the status of specialstatus plant and animal species potentially occurring within the Transit Zoning Code (SD 84A and
SD 84B) area was also obtained from the CDFGs Special Vascular Plants, Bryophytes, and Lichens List
(January 2010) and CDFGs List of State and Federally Listed Endangered and Threatened Animals of
California (January 2010). This search range encompasses a sufficient distance to accommodate for
City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.3-1

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

regional habitat diversity and to overcome the limitations of the CNDDB. The CNDDB is based on
reports of actual occurrences and does not constitute an exhaustive inventory of every resource.
Additionally, background information on biological resources was derived from the Preliminary
Descriptions of the Terrestrial Natural Communities of California (Holland 1986), the List of California
Terrestrial Natural Communities Recognized by the Natural Diversity Data Base (CDFG 2002), and The
Jepson Manual of Higher Plants of California (Hickman 1993). Based upon the results of the literature
review and record searches, a list of special-status plant and animal species and habitats with the potential
to occur within the Transit Zoning Code (SD 84A and SD 84B) area was developed for verification in
the field. A copy of that list is available as Appendix C.

Field Survey
PBS&J performed a general field assessment in July 2007 and an update on January 11, 2010, to assess
the biological resources within the Transit Zoning Code (SD 84A and SD 84B) area. The survey was
conducted by driving and walking all accessible areas of the project area.
Plants
Plant species were identified in the field using The Jepson Manual (Hickman 1993) and Illustrated Flora
of the Pacific States (Abrams 1923). Because the Transit Zoning Code (SD 84A and SD 84B) area has
been fully developed, paved, or landscaped, and is also surrounded by development, it does not support
any native plant communities or sensitive (including threatened and endangered) plant species. The
vegetation within the Transit Zoning Code (SD 84A and SD 84B) area is characterized as urban
ornamental. Plant species present include lawn grass and common street trees and ornamental species
that are typically present in developed areas. The most dominant of these species were noted as:
magnolia (Magnolia sp.), sycamore (Platanus sp.), maple (Acer sp.), pine (Pinus sp.), rhododendron
(Rhododendron sp.), prickly sow thistle (Sonchus asper), eucalyptus (Eucalyptus sp.), and various palm species.
Wildlife
Because the Transit Zoning Code (SD 84A and SD 84B) area has been fully developed, paved, or
landscaped, and is also surrounded by development, and is absent of native plant communities, it does
not support the establishment of sensitive wildlife species. Only common species that are typically
present in developed areas were observed during the reconnaissance survey or are anticipated to occur.
Birds were identified by standard visual and auditory recognition, and the presence of nests or other
evidence of breeding activity was noted. Due to the nature of the Transit Zoning Code (SD 84A and
SD 84B) area, mostly birds that are typically present in developed areas were observed, including:
mourning dove (Zenaida macroura), common raven (Corvus corvax), American crow (Corvus brachyrhynchos),
house finch (Carpodacus mexicanus), house sparrow (Passer domesticus), and house wren (Troglodytes aedon).
Also observed in the Transit Zoning Code (SD 84A and SD 84B) area: domestic cat (Felis catus) and
western fence lizard (Sceloporus occidentales).

4.3-2

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.3 Biological Resources

Vegetation Communities
The Transit Zoning Code (SD 84A and SD 84B) area has been entirely developed, paved, landscaped,
and/or graded, and supports largely non-native plant species. No defined, native vegetative communities
are found within the Transit Zoning Code (SD 84A and SD 84B) area.

Wildlife Resources
Since the Transit Zoning Code (SD 84A and SD 84B) area has been developed, paved, landscaped,
and/or graded, suitable habitat for sensitive mammal, reptile, amphibian, or fish species does not exist
within the project area or adjacent areas.
Wildlife Movement
Wildlife corridors link together areas of suitable wildlife habitat that are otherwise separated by rugged
terrain, changes in vegetation, or human disturbance. The fragmentation of open space areas by
urbanization creates isolated islands of wildlife habitat. In the absence of habitat linkages that allow
movement to adjoining open space areas, various studies have concluded that some wildlife species,
especially the larger and more mobile mammals, would not likely persist over time in fragmented or
isolated habitat areas because they prohibit the infusion of new individuals and genetic information
(MacArthur and Wilson 1967; Soule 1987; Harris and Gallagher 1989; Bennett 1990). Corridors mitigate
the effects of this fragmentation by (1) allowing animals to move between remaining habitats, thereby
permitting depleted populations to be replenished and promoting genetic exchange; (2) providing escape
routes from fire, predators, and human disturbances, thus reducing the risk of catastrophic events (such
as fire or disease) on population or local species extinction; and (3) serving as travel routes for individual
animals as they move within their home ranges in search of food, water, mates, and other needs
(Noss 1983; Simberloff and Cox 1987; Harris and Gallagher 1989).
Wildlife movement activities usually fall into one of three movement categories: (1) dispersal (e.g.,
juvenile animals from natal areas, or individuals extending range distributions); (2) seasonal migration;
and (3) movements related to home range activities (foraging for food or water, defending territories,
searching for mates, breeding areas, or cover). A number of terms have been used in various wildlife
movement studies, such as wildlife corridor, travel route, habitat linkage, and wildlife crossing,
to refer to areas in which wildlife move from one area to another. To clarify the meaning of these terms
and facilitate the discussion of wildlife movement in this analysis, these terms are defined as follows:
Travel routeA landscape feature (such as a ridgeline, drainage, canyon, or riparian strip) within a
larger natural habitat area that is used frequently by animals to facilitate movement and provide
access to necessary resources (e.g., water, food, cover, den sites). The travel route is generally
preferred because it provides the least amount of topographic resistance in moving from one area
to another. It contains adequate food, water, and/or cover while moving between habitat areas and
provides a relatively direct link between target habitat areas.
Wildlife corridorA piece of habitat, usually linear in nature, that connects two or more habitat
patches that would otherwise be fragmented or isolated from one another. Wildlife corridors are
usually bounded by urban land areas or other areas unsuitable for wildlife. The corridor generally

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.3-3

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

contains suitable cover, food, and/or water to support species and facilitate movement while in the
corridor. Larger, landscape-level corridors (often referred to as habitat or landscape linkages) can
provide both transitory and resident habitat for a variety of species.
Wildlife crossingA small, narrow area, relatively short in length and generally constricted in nature,
that allows wildlife to pass under or through an obstacle or barrier that otherwise hinders or
prevents movement. Crossings typically are manmade and include culverts, underpasses, drainage
pipes, and tunnels to provide access across or under roads, highways, pipelines, or other physical
obstacles. These often represent choke points along a movement corridor.
Within a large open space area in which there are few or no manmade or naturally occurring physical
constraints to wildlife movement, wildlife corridors, as defined above, may not yet exist. Given an open
space area that is both large enough to maintain viable populations of species and provide a variety of
travel routes (canyons, ridgelines, trails, riverbeds, and others), wildlife would use these local routes
while searching for food, water, shelter, and mates, and would not need to cross into other large open
space areas. Based on their size, location, vegetative composition, and availability of food, some of these
movement areas (e.g., large drainages and canyons) are used for longer lengths of time and serve as
source areas for food, water, and cover, particularly for small- and medium-size animals. This is especially
true if the travel route is within a larger open space area. However, once open space areas become
constrained and/or fragmented as a result of urban development or construction of physical obstacles,
such as roads and highways, the remaining landscape features or travel routes that connect the larger
open space areas can become corridors as long as they provide adequate space, cover, food, and water,
and do not contain obstacles or distractions (e.g., manmade noise, lighting) that would generally hinder
wildlife movement.
The Transit Zoning Code (SD 84A and SD 84B) area does not function as an important regional wildlife
corridor because it has been developed, paved, landscaped, and/or graded. The areas immediately
surrounding the Transit Zoning Code (SD 84A and SD 84B) area are also highly urbanized, including
major highways. As such, with the possible exception of migratory birds, wildlife does not use the Transit
Zoning Code (SD 84A and SD 84B) area to travel from one habitat or resources area to the next.

Sensitive Biological Resources


The following section addresses special-status biological resources observed, reported, or having the
potential to occur in the project area. These resources include plant and wildlife species that have been
afforded special status and/or recognition by federal and State resource agencies, as well as private
conservation organizations and special interest groups, such as the CNPS (List 1A, 1B, and 2). In general,
the principal reason an individual taxon (species, subspecies, or variety) is given such recognition is the
documented or perceived decline or limitation of its population size or geographical extent and/or
distribution, resulting in most cases from habitat loss. The discussion below lists special status plants and
animals known to occur within the region of the project, along with their federal and State listing and
potential for occurrence within the Transit Zoning Code (SD 84A and SD 84B) area. In addition, specialstatus biological resources include vegetation types and habitats that are unique, of relatively limited
distribution in the region, or of particularly high wildlife value. These resources have been defined as
sensitive by federal, State, and local government conservation programs.

4.3-4

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.3 Biological Resources

In addition to the other sources listed in this section, the following sources were used to determine the
special status of biological resources:

Plants
CNPS 2010. Electronic Inventory of Rare and Endangered Vascular Plants of California.
California Native Plant Society, Sacramento, California
California Natural Diversity Data Base (CNDDB), January 2010
Various Federal Register notices from the USFWS regarding listing status of plant species

Wildlife
California Natural Diversity Data Base (CNDDB), January 2010
Various Federal Register notices from the USFWS regarding listing status of wildlife species

Habitats
California Natural Diversity Data Base (CNDDB), January 2010
For plants or wildlife, the potential for occurrence ranking listed in Appendix C is based on the
following criteria:
Nor Likely to Occur: No present or historical records cite the species occurrence in or near the
Transit Zoning Code (SD 84A and SD 84B) area, and the species is restricted to habitats that do
not occur within the Transit Zoning Code (SD 84A and SD 84B) area.
Low Potential for Occurrence: No present or historical records cite the species occurrence in or
near the Transit Zoning Code (SD 84A and SD 84B) area, and the on-site habitat(s) needed to
support the species are of poor quality.
Moderate Potential for Occurrence: Either a historical record exists within the immediate
vicinity of the Transit Zoning Code (SD 84A and SD 84B) area (approximately 5 miles) or the
habitat requirements associated with the species occur within the Transit Zoning Code (SD 84A
and SD 84B) area and are of sufficient size and quality as to support the species.
High Potential for Occurrence: A historical record cites the species in or near the Transit
Zoning Code (SD 84A and SD 84B) area, and the habitats strongly associated with that species
occur within the Transit Zoning Code (SD 84A and SD 84B) area or in its immediate vicinity.
Species Present: The species was observed within the Transit Zoning Code (SD 84A and
SD 84B) area at the time of the survey.

Definitions of Special Status Biological Resources


Federal
A federally endangered species is a species facing extinction throughout all or a significant portion of its
geographic range. A federally threatened species is one likely to become endangered within the
foreseeable future throughout all or a significant portion of its range. The presence of any federally
threatened or endangered species on a site generally imposes severe constraints on development;
particularly if development would result in take of the species or its habitat. The term take means to
City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.3-5

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

harass, harm, pursue, hunt, shoot, wound, kill, trap, capture, collect, or attempt to engage in such
conduct. Harm in this sense can include any disturbance to habitats used by the species during any
portion of its life history.
Proposed species are those officially proposed by the USFWS for addition to the federal threatened and
endangered species list. Because proposed species may soon be listed as threatened or endangered, these
species could become listed prior to or during implementation of a proposed development project.
Federal Species of Concern have an informal designation by the USFWS for some declining species that
are not federal candidates for listing at this time. This designation does not provide legal protection but
signifies that these species are recognized as special status by the USFWS and thus under CEQA
Guidelines (Section 15380) potential impacts to these species need to be assessed.
State
California considers an endangered species as one whose prospects of survival and reproduction are in
immediate jeopardy, a threatened species as one present in such small numbers throughout its range that
it is likely to become an endangered species in the near future in the absence of special protection or
management, and a rare species as one present in such small numbers throughout its range that it may
become endangered if its present environment worsens. Rare species applies to California native plants.
State threatened and endangered species are fully protected against take.
California Species of Special Concern is an informal designation used by the CDFG for some declining
wildlife species that are not state candidates. This designation does not provide legal protection but
signifies that these species are recognized as special status by the CDFG and thus under CEQA
Guidelines (Section 15380) potential impacts to these species need to be assessed.
Species that are California fully protected include those protected by special legislation for various
reasons, such as the mountain lion and white-tailed kite.
Local
Special status habitats are vegetation communities, associations, or sub-associations designated by the
CDFG and/or CNPS that support concentrations of special status plant or wildlife species, are of
relatively limited distribution, or are of particular value to wildlife (CDFG 2007). Although special status
habitats are not afforded legal protection unless they support protected species, potential impacts on
them may increase concerns and mitigation suggestions by resources agencies.
The CNPS is a local resource conservation organization that has developed an inventory of Californias
special status plant species (CNPS 2007). This inventory provides the summary of information on the
distribution, rarity, and endangerment of Californias vascular plants. This rare plant inventory is
comprised of four lists. CNPS presumes that List 1A plant species are extinct in California because they
have not been seen in the wild for many years. CNPS considers List 1B plants as rare, threatened, or
endangered throughout their range. List 2 plant species are considered rare, threatened, or endangered in
California but more common in other states. Plant species for which CNPS needs additional information

4.3-6

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.3 Biological Resources

are included on List 3. List 4 plant species are those of limited distribution in California whose
susceptibility to threat appears low at this time. For the purpose of this EIR, only species with CNPS
ratings of 1A, 1B, or 2 will be assessed, as these species would meet the definition of rare under 2009
CEQA Guidelines.

Threatened or Endangered Species


No State or federally listed threatened or endangered species were observed within the Transit Zoning
Code (SD 84A and SD 84B) area during PBS&Js July 2007 or during the updated January 2010 survey;
however, this survey was not intended to determine the presence/absence of threatened or endangered
species, only assess the potential for them to occur based on habitat suitability. Focused surveys to
determine presence/absence have not been performed and would be at the discretion of the appropriate
State or federal resource agencies.
The Transit Zoning Code (SD 84A and SD 84B) area sits near where the corners of the Orange,
Anaheim, Tustin, and Newport Beach USGS 7.5-minute quadrangles meet. Due to the limited habitat of
the Transit Zoning Code area and its surroundings, and lack of wildlife corridors, all species potentially
occurring within the Transit Zoning Code (SD 84A and SD 84B) area would be listed within the Orange,
Anaheim, Tustin, and Newport Beach quadrangles. Ten wildlife and three plant Federal/State listed
threatened or endangered species were identified as potentially occurring within the Transit Zoning Code
(SD 84A and SD 84B) area or reported within the USGSs 7.5-minute Orange, Anaheim, Tustin, and
Newport Beach quadrangles (Appendix C). Of these, 13 species, all were determined to have little to no
potential for occurrence due to lack of suitable habitat.
Santa Ana River Woollystar (Eriastrum densifolium ssp. sanctorum): is listed as a State and federally
endangered species by the CDFG and USFWS. The Santa Ana River woollystar is a perennial herb. It
occurs in coastal scrub and chaparral on sandy soils, usually on river floodplains or terraced fluvial
deposits in the Santa Ana River area as well as San Bernardino & Riverside Counties. Due to a lack of
known occurrences within proximity to the Transit Zoning Code (SD 84A and SD 84B) area and lack of
habitat, the Santa Ana River woollystar is not expected to occur within the project area.
Salt Marsh Birds-Beak (Cordylanthus maritimus ssp. maritimus): is listed as a State and federally
endangered species by the CDFG and USFWS. This species occurs in coastal dunes and coastal salt
marshes and swamps along coastal California south to Baja. It flowers from May to October and can be
found at elevations up to 100 feet. Due to lack of suitable habitat, the salt marsh birds-beak is not
expected to occur in the Transit Zoning Code (SD 84A and SD 84B) area.
San Fernando Valley Spineflower (Chorizanthe parryi var. Fernandina): is listed as a State endangered
species by the CDFG. The San Fernando Valley spineflower is a member of the buckwheat family, has
delicate tiny white flowers, and grows in sandy or gravelly soils along dry washes. It is a member of the
coastal sage and alluvial fan scrub communities, and is threatened by loss of this kind of habitat, and
competition with exotic invasive plants. It formerly occurred where appropriate habitat existed in San
Bernardino, Riverside, Orange, Ventura, and Los Angeles Counties, but is now known from only a few
locations where streams have not been channelized. Due to lack of suitable habitat, Transit Zoning Code

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

(SD 84A and SD 84B) area, the San Fernando Valley spineflower is not expected to occur within the
project area.
Pacific Pocket Mouse (Perognathus longimembris pacificus): is listed as a federally endangered species by the
USFWS. The Pacific pocket mouse is a small brownish rodent endemic to coastal southwestern
California. Historically, the Pacific pocket mouse range once extended from Los Angeles County south
to the Mexican border. Pocket mice are only found within 4 kilometers (km) off the coast on fine-grained
sandy substrates in coastal sage scrub, coastal strand, and river alluvium. The species remains one of the
most endangered animals in the United States. Due to lack of suitable habitat and its isolation to within 4
km of the coast, the Pacific pocket mouse is not expected to occur in the Transit Zoning Code (SD 84A
and SD 84B) area.
California Least Tern (Sterna antillarum browni): is listed as a State and federally endangered species by
the CDFG and USFWS. The California least tern is one of the smallest members of its family, averaging
only 23 centimeters (9 inches) in length. Typically, these terns forage in shallow estuaries and lagoons,
diving head first into the water after a wide variety of small fish. Due to lack of suitable habitat, the
California least tern is not expected to occur in the Transit Zoning Code (SD 84A and SD 84B) area.
Least Bells Vireo (Vireo bellii pusillus): is listed as a State and federally endangered species by the CDFG
and USFWS. The Least Bells Vireo occurs in moist thickets and riparian areas that are predominantly
composed of willow and mule fat. Due to a lack known occurrences within proximity to the Transit
Zoning Code (SD 84A and SD 84B) area and lack of habitat, the Least Bells vireo is not expected to
occur within the project area.
Light-Footed Clapper Rail (Rallus longirostris levipes): is listed as a State and federally endangered species
by the CDFG and USFWS. The light-footed clapper rail is a year-round resident (non-migratory). It
inhabits coastal salt and freshwater marshes containing cordgrass, cattails or tules, and rushes. Its
population declines were due to habitat loss of floodplain river areas and tidal estuaries. Due to lack of
suitable habitat, the light-footed clapper rail is not expected to occur in the Transit Zoning Code
(SD 84A and SD 84B) area.
Coastal California Gnatcatcher (Polioptila californica californica): is listed as a federally threatened species
by the USFWS. The coastal California gnatcatcher is an obligate resident of southern California coastal
sage scrub communities near arid hillsides, mesas, and washes. Due to a lack known occurrences within
proximity to the Transit Zoning Code (SD 84A and SD 84B) area and lack of habitat, the coastal
California gnatcatcher is no expected to occur within the project area.
Beldings Savannah Sparrow (Passerculus sandwichensis beldingi): is listed as a State endangered species by
the CDFG. The Beldings Savannah Sparrow is a year-round resident (non-migratory) subspecies that
occurs in coastal salt marshes between Goleta Slough, Santa Barbara County, and Bahia de San Quintin
in Mexico. Due to lack of suitable habitat, the Beldings savannah sparrow is not expected to occur in the
Transit Zoning Code (SD 84A and SD 84B) area.
California Black Rail (Laterallus jamaicensis coturniculus): is listed by as a State threatened species by the
CDFG. The California Black Rail is a year-round resident (non-migratory). Its habitat consists of shallow
4.3-8

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.3 Biological Resources

margins of salt, brackish, or freshwater marshes. Due to lack of suitable habitat, the California black rail
is not expected to occur in the Transit Zoning Code (SD 84A and SD 84B) area.
Western Snowy Plover (Charadrius alexandrinus nivosus): is listed as a federally threatened species by the
USFWS. The Western Snowy Plover is a sparrow-sized shorebird that breeds and winters on sandy
beaches from Washington to Baja California, Mexico. The vast majority of its population is in California,
with large numbers nesting on the Channel Islands and little-visited beaches along the Central Coast.
Due to lack of suitable habitat, the western snowy plover is not expected to occur in the Transit Zoning
Code (SD 84A and SD 84B) area.
San Diego Fairy Shrimp (Branchinecta sandiegonensis): is listed as a federally endangered species by the
USFWS. The San Diego fairy shrimp breeds in vernal pools. It takes only two weeks to go from egg to
reproductive adult. They are among the most characteristic of the vernal pool invertebrates. Due to lack
of suitable habitat, the San Diego fairy shrimp is not expected to occur in the Transit Zoning Code area.
Santa Ana Sucker (Catostomus santaanae): the Santa Ana Sucker is endemic to the Los Angeles basin and
southern coastal streams. This species is usually found in fresh water with sand-rubble or boulder
bottoms. Due to lack of suitable habitat, the Santa Ana sucker is not expected to occur in the Transit
Zoning Code (SD 84A and SD 84B) area.

4.3.2

Regulatory Framework

Federal
Section 404 of the Clean Water Act
Section 404 of the Clean Water Act (CWA) requires that a permit be obtained from the U.S. Army Corps
of Engineers (USACE) prior to the discharge of dredged or fill materials into any waters of the United
States or wetlands. Waters of the United States are broadly defined in the USACEs regulations
(33 CFR 328) to include navigable waterways, their tributaries, lakes, ponds, and wetlands. Wetlands are
defined as: Those areas that are inundated or saturated by surface or ground water at a frequency and
duration sufficient to support, and that normally do support, a prevalence of vegetation typically adapted
for life in saturated soil conditions. Wetlands generally include swamps, marshes, bogs, and similar areas
(Federal Register 1982). Wetlands that are not specifically exempt from Section 404 regulations (such as
drainage channels excavated on dry land) are considered to be jurisdictional wetlands. In a recent
Supreme Court Case, the Court acted to limit the regulatory jurisdiction of the USACE under
Section 404 of the CWA as it applies to adjacent waters (USSC 2001). Specifically, the Court ruled that
waters that are nonnavigable, isolated, and intrastate are not subject to the USACE jurisdiction (Guzy
and Anderson 2001). The USACE is required to consult with the U.S. Fish and Wildlife Service,
Environmental Protection Agency, and State Regional Water Quality Control Board (among other
agencies) in carrying out its discretionary authority under Section 404.
The USACE grants two types of permits, individual and nationwide. Project-specific individual permits
are required for certain activities that may have a potential for more than a minimal impact and

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.3-9

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

necessitate a detailed application. The most common type of permit is a nationwide permit. Nationwide
permits authorize activities on a nationwide basis unless specifically limited, and are designed to regulate
with little delay or paperwork certain activities having minimal impacts. Nationwide permits typically take
two to three months to obtain whereas individual permits can take a year or more. To qualify for a
nationwide permit, strict conditions must be met. If conditions are met, permittees may proceed with
certain activities without notifying the USACE. Some nationwide permits require a 30-day
pre-construction notification period before activities can begin. Fill of certain isolated waters or wetlands
that affect less than 0.5 acre of impact per project may be permitted with a pre-construction notification.

Migratory Bird Treaty Act of 1918


The Migratory Bird Treaty Act (MBTA) makes it unlawful to take (kill, harm, harass, etc.) any migratory
bird listed in 50 CFR 10, including their nests, eggs, or products. The MBTA provides protection to over
800 species of birds. This list includes some very common species such as the American robin (Turdus
migratorius), house finch, American crow (Corvus brachyrhynchos), and western meadowlark (Sturnella neglecta).

Federal Endangered Species Act of 1973


Section 3 of the Federal Endangered Species Act (FESA) defines an endangered species as any species or
subspecies of fish, wildlife, or plants in danger of extinction throughout all or a significant portion of its
range. A threatened species is defined as any species or subspecies likely to become an endangered
species within the foreseeable future throughout all or a significant portion of its range. Designated
endangered and threatened species, as listed through publication of a final rule in the Federal Register,
are fully protected from a take without an incidental take permit administered by the U. S. Fish and
Wildlife Service (USFWS) under Section 10 of the FESA. Take means to harass, harm, pursue, hunt,
shoot, wound, kill, trap, capture, or collect, or to attempt to engage in any such conduct (50 CFR 17.3).
The term harm in the definition of take in the Act means an act which actually kills or injures
wildlife. Such act may include significant habitat modification or degradation where it actually kills or
injures wildlife by significantly impairing essential behavioral patterns, including breeding, feeding or
sheltering (50 CFR 17.3). The term harass in the definition of take means an intentional or negligent
act or omission which creates the likelihood of injury to wildlife by annoying it to such an extent as to
significantly disrupt normal behavioral patterns which include, but are not limited to, breeding, feeding,
or sheltering (50 CFR 17.3). Proposed endangered or threatened species are those for which a proposed
regulation, but not a final rule, has been published in the Federal Register.
Section 7 of the FESA requires that Federal agencies ensure that their actions are not likely to jeopardize
the continued existence of a listed species or destroy or adversely modify its critical habitat. This
obligation requires Federal agencies to consult with the USFWS on any actions (issuing permits including
Section 404 permits issuing licenses, providing Federal funding) that may affect listed species to ensure
that reasonable and prudent measures will be undertaken to mitigate impacts on listed species.
Consultation with USFWS can be either formal or informal depending on the likelihood of the action to
adversely affect listed species or critical habitat. Once a formal consultation is initiated, USFWS will issue
a Biological Opinion (either a jeopardy or a no jeopardy opinion) indicating whether the proposed
agency action will or will not jeopardize the continued existence of a listed species or result in the

4.3-10

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.3 Biological Resources

destruction or modification of its critical habitat. A permit cannot be issued for a project with a
jeopardy opinion unless the project is redesigned to lessen impacts.
In the absence of any federal involvement, as in a privately-funded project on private land with no
Federal permit, only Section 10(a) of the FESA can empower the USFWS to authorize incidental take of
a listed species provided a habitat conservation plan (HCP) is developed. To qualify for a formal
Section 10(a) permit, strict conditions must be met including a lengthy procedure involving discussions
with USFWS and local agencies, preparation of a HCP, and a detailed Section 10(a) permit application.

State
California Endangered Species Act
The California Endangered Species Act (CESA) declares that deserving plant or animal species will be given
protection by the state because they are of ecological, educational, historic, recreational, aesthetic,
economic, and scientific value to the people of the state. CESA established that it is state policy to
conserve, protect, restore, and enhance endangered species and their habitats. Under State law, plant and
animal species may be formally designated rare, threatened, or endangered by official listing by the
California Fish and Game Commission. Listed species are generally given greater attention during the
land use planning process by local governments, public agencies, and landowners than are species that
have not been listed.
CESA authorizes that Private entities may take plant or wildlife species listed as endangered or
threatened under the Federal ESA and CESA, pursuant to a federal incidental take permit issued in
accordance with Section 10 of the Federal ESA, if the California Department of Fish and Game (CDFG)
certifies that the incidental take statement or incidental take permit is consistent with CESA (Fish &
Game Code Section 2080.1(a)).

CEQATreatment of Listed Plant and Animal Species


Both the federal and state Endangered Species Acts protect only those species formally listed as
threatened or endangered (or rare in the case of the State list). Section 15380 of CEQA Guidelines,
however, independently defines endangered species of plants, fish or wildlife as those whose survival
and reproduction in the wild are in immediate jeopardy and rare species as those who are in such low
numbers that they could become endangered if their environment worsens. Therefore, a project will
normally have a significant effect on the environment if it will substantially affect a rare or endangered
species or the habitat of the species. The significance of impacts to a species under CEQA must be based
on analyzing actual rarity and threat of extinction despite legal status or lack thereof.

State of CaliforniaSections 1600 of the Fish and Game Code


CDFG has direct jurisdiction under Fish and Game Code Section 1600 in regard to any proposed
activities that would divert or obstruct the natural flow or change the bed, channel, or bank of any lake or
stream. For activities that could affect a lake or streambed, it is necessary to enter into a Streambed
Alteration Agreement with CDFG.
City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.3-11

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

State of CaliforniaSections 3503, 3503.5, 3800 of the Fish and Game Code
These sections of the Fish and Game Code prohibit the take, possession, or destruction of birds, their
nests, or eggs. Disturbance that causes nest abandonment and/or loss of reproductive effort (killing or
abandonment of eggs or young) is considered a take.

Porter-Cologne Water Quality Control Act


The Porter-Cologne Water Quality Control Act charges the State Water Resources Control Board (SWRCB)
and the nine Regional Water Quality Control Boards (RWQCB) statewide with protecting water quality
throughout California. Typically, the SWRCB and RWQCB act in concert with the USACE under
Section 401 of the CWA in relation to permitting fill of federally jurisdictional waters. As discussed
above, the Supreme Court Case recently acted to limit the regulatory jurisdiction of the USACE under
Section 404 of the CWA (USSC 2001). This action did not limit the states regulatory jurisdiction over
Waters of the State (Guzy and Anderson 2001). Waters of the State are defined in Section 13050(e) of
the Porter-Cologne Water Quality Control Act as any surface water or groundwater, including saline
waters, within the boundaries of the state. Currently, an applicant would delineated the wetlands on
their property utilizing methodology presented in the 1987 Corps of Engineers Wetland Delineation Manual
(Environmental Laboratory 1987) and the delineation would be verified by the USACE. In cases where
an area meets the criteria to be considered a wetland, but the USACE does not have jurisdiction, the
applicant is referred to the appropriate RWQCB. In these cases, the project must receive a permit for
Waste Discharge Requirements or a Waiver of Waste Discharge Requirements from the RWQCB.
Projects that affect Waters of State are required by the RWQCB to incorporate mitigation. Mitigation
ratios are determined on a project specific basis during the permitting process and are based on the
quality of the wetlands impacted by the project.

Regional
Natural Community Conservation Plan and Habitat Conservation Plan, County of
Orange, Central and Coastal Subregion
The preparation of a comprehensive natural resources management conservation plan for Central and
Coastal Orange County was completed in 1996. The Central and Coastal Orange County Natural
Community Conservation Plan and Habitat Conservation Plan (NCCP/HCP) and the associated
Implementation Agreement cover thirteen cities, including Santa Ana. The purpose of the NCCP/HCP
is to create a multi-species multi-habitat reserve system and implementation of a long-term management
program that will protect primarily coastal sage scrub and the species that utilize this habitat. At the same
time that it protects this habitat and species the NCCP/HCP is also intended to allow for economical use
of the lands that meet the peoples needs.
The NCCP/HCP is intended to focus on multiple species and habitats and address conservation of these
species on a regional context. The three main target species are the coastal California gnatcatcher, cactus
wren, and orange-throated whiptail. There are twenty-six other species that are also identified and
afforded management protection under the NCCP/HCP. An additional ten species of plants and animals

4.3-12

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.3 Biological Resources

that are either federally listed or treated as if they were listed according to FESA Section 10(a) are
addressed within the NCCP/HCP.
As the City participated in the funding or development of the NCCP/HCP, the City-owned parcels
would fall under the participating landowner system of the NCCP/HCP. However, individual
landowners within the City would be considered nonparticipating landowners. The NCCP/HCP
provides nonparticipating landowners with different mitigation options than those provided for
participating landowners. Nonparticipating landowners may satisfy the requirements of the FESA and
CESA in relation to the species covered under the NCCP/HCP one of three ways:
On-site avoidance of take
Satisfaction of the applicable FESA and CESA regulations through the regular permitting and
consultation process (outside the NCCP/HCP)
Payment of a mitigation fee to the nonprofit management organization established by the
NCCP/HCP

Local
Municipal Code
Article VII (Regulation of the Planting, Maintenance, and Removal of Trees), establishes policies,
regulations and standards necessary to ensure that the city will continue to realize the benefits provided
by its urban forest.

City of Santa Ana General PlanConservation Element


Goal 2

Preserve, maintain, and properly use natural and cultural resources.

Goal 3

Preserve and enhance the aesthetic and environmental quality of the community
for the enjoyment of all residents.

Consistency Analysis
As shown above, the General Plan states that natural resources should be preserved and new
development should maintain existing resources. As an amendment to the General Plan, the proposed
project would be designed to be consistent with policies contained in the General Plan, including those
related to biological resources. As the Transit Zoning Code (SD 84A and SD 84B) area is entirely
developed/disturbed, the level of biological resources within the project area is low and limited to
landscaping. The proposed project would increase the level of landscaping and open space within the
Transit Zoning Code (SD 84A and SD 84B) area and thereby incrementally increase the level of natural
resources. Therefore, implementation of the Transit Zoning Code (SD 84A and SD 84B) is consistent
with the General Plan as it relates to biological resources.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.3-13

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

4.3.3

Project Impacts and Mitigation

Analytic Method
The analysis of significant impacts is based on the literature and field surveys as outlined in Section 4.3.1
(Environmental Setting) of this chapter.

Thresholds of Significance
The criteria for determining significant impacts on biological resources were developed in accordance
with the 2009 CEQA Guidelines. Section 15065(a) of the CEQA Guidelines states that a project may
have a significant effect on the environment if the project has the potential to substantially 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 an endangered, rare, or threatened species. An
evaluation of whether an impact on biological resources would be substantial must consider both the
resource itself and how that resource fits into a regional or local context. Substantial impacts would be
those that would diminish, or result in the loss of, an important biological resource or those that would
obviously conflict with local, state, or federal resource conservation plans, goals, or regulations. Impacts
are sometimes locally adverse, but not significant, because they would result in an adverse alteration of
existing conditions, but they would not substantially diminish or result in the permanent loss of an
important resource on a population- or region-wide basis.
Based on the Environmental Checklist Form from Appendix G of the CEQA Guidelines, and the
assessment in the Initial Study, implementation of the proposed project would have a significant effect
on biological resources if it results in the following:
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
Have a substantial adverse effect on any riparian habitat or other sensitive natural community
identified in local or regional plans, policies, regulations or by the California Department of Fish
and Game or U.S. Fish and Wildlife Service
Have a substantial adverse effect on federally protected wetlands as defined by Section 404 of the
Clean Water Act (including, but not limited to, marsh, vernal pool, coastal, etc.) through direct
removal, filling, hydrological interruption, or other means
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
Conflict with any local policies or ordinances protecting biological resources, such as a tree
preservation policy or ordinance
Conflict with the provisions of an adopted Habitat Conservation Plan, Natural Community
Conservation Plan, or other approved local, regional, or state habitat conservation plan

4.3-14

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.3 Biological Resources

Effects Found to Have No Impact


Threshold

Have a substantial adverse effect, either directly or through habitat modifications,


on any species identified in the Migratory Bird Treaty Act or 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 by the U.S. Fish
and Wildlife Service?

As mentioned in Section 4.3.1 and substantiated by the Species Table above, , no endangered, rare,
threatened, or special status plant species (or associated habitats) or wildlife species designated by the
USFWS, CDFG, or CNPS are known to occur or expected to occur within the Transit Zoning Code
(SD 84A and SD 84B) area. Therefore, there are no impacts to special-status species associated with
implementation of the proposed project, either directly or indirectly, and no further analysis is required in
this EIR.
Threshold

Have a substantial adverse effect on any riparian habitat or other sensitive natural
community identified in local or regional plans, policies, regulations, or by the
California Department of Fish and Game or U.S. Fish and Wildlife Service?

The Transit Zoning Code (SD 84A and SD 84B) area and surrounding areas are completely developed
and/or disturbed. No riparian habitat or other sensitive natural communities are located in these areas.
Therefore, no impacts to riparian habitat or other sensitive natural communities would occur.
Threshold

Have a substantial adverse effect on federally protected wetlands as defined by


Section 404 of the Clean Water Act (including, but not limited to, marsh, vernal
pool, coastal, etc.) through direct removal, filling, hydrological interruption, or
other means.

The Transit Zoning Code (SD 84A and SD 84B) area is not in proximity to, nor does it contain, wetland
habitat or a blueline stream. Therefore, development within the Transit Zoning Code (SD 84A and
SD 84B) area would have no impact on federally protected wetlands, as defined by Section 404 of the
Clean Water Act.
Threshold

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?

Development within the Transit Zoning Code (SD 84A and SD 84B) area would not substantially
interfere 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. The project area and surrounding areas are completely developed and/or disturbed. The Transit
Zoning Code (SD 84A and SD 84B) is surrounded by urban uses on all four sides, including two
highways, and, therefore, does not function as a wildlife movement corridor. There is no impact.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.3-15

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Threshold

Conflict with any local policies or ordinances protecting biological resources,


such as a tree preservation policy or ordinance?

The City of Santa Ana recognizes that it is located in an urban setting, and has tailored the goals of its
conservation element accordingly. To obtain its goals, the City has established objectives that focus on
the preservation of open space and cultural resources, and protecting the publics health and welfare. In
addition, future development under the Transit Zoning Code (SD 84A and SD 84B) would be required
to adhere to the Citys existing tree ordinance (Chapter 33, Article VII). Implementation of the proposed
project would not conflict with any local policies or ordinances protecting biological resources. The
Citys conservation element encourages establishment of mixed-use areas and the overall visual
enhancement of the City, both of which will occur within the Transit Zoning Code (SD 84A and
SD 84B) area. There is no impact.
Threshold

Conflict with the provisions of an adopted Habitat Conservation Plan, Natural


Community Conservation Plan, or other approved local, regional, or state habitat
conservation plan?

The Orange County NCCP/HCP, mentioned above in Section 4.3.2 (Regulatory Framework), can be
met through observing previously established laws and regulations (FESA and CESA). If a take is
unavoidable, then the payment of mitigation fees will be made to the proper non-profit organization. As
such, no conflict with an adopted habitat conservation plan, NCCP, or other local, regional, or state
habitat conservation plan would occur, and there would be no impact.

Effects Found to Be Less Than Significant


Threshold

Impact 4.3-1

Have a substantial adverse effect, either directly or through habitat modifications,


on any species identified in the Migratory Bird Treaty Act or 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 by the U.S. Fish
and Wildlife Service?

Long-term cumulative development occurring pursuant to the Transit


Zoning Code would not result in a potential reduction in nesting
opportunities for resident and migratory avian species of special concern.
With implementation of mitigation measure MM4.3-1, this is considered a
less-than-significant impact.

As discussed in Section 4.3.2 (Regulatory Framework), migratory avian species that may use portions of
the Transit Zoning Code (SD 84A and SD 84B) area for nesting during the breeding season are
protected under the MBTA. Construction-related activities that may include, but are not necessarily
limited to, building demolition and/or relocation, grading, materials laydown, access and infrastructure
improvements, and building construction, could result in the disturbance of nesting migratory species
covered under the MBTA. The most identifiable potential direct impact to migratory species would
involve the removal of vegetation (esp. trees) within the Transit Zoning Code (SD 84A and SD 84B)
area. Although no identifiable habitats exist within the Transit Zoning Code (SD 84A and SD 84B) area,
4.3-16

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.3 Biological Resources

this does not preclude the presence of migratory species nesting among the existing landscape vegetation.
At this time, the precise number of trees that would be removed or the number of trees that could be
indirectly impacted by construction activities, are not known. However, as mentioned above, the MBTA
provides for the protection of migratory birds, including the non-permitted take of migratory birds.
Implementation of mitigation measure MM4.3-1 would reduce this potentially significant impact to a less
than significant level by ensuring that surveys for MBTA species are performed during the appropriate
time of year and, if necessary, construction buffer zones are established to protect nesting MBTA
species. As such, the following mitigation measure shall be implemented prior to the construction of any
project-level development:
MM4.3-1

To ensure that avian species of concern, protected migratory species (e.g., MBTA), or raptors species
are not injured or disturbed by construction in the vicinity of nesting habitat, the project applicant shall
implement the following measures:
1. Tree removal shall be restricted to the period between August 30 and February 15, to the extent
feasible, to avoid the breeding season of any migratory species that could be using the area, and to
discourage nesting in the vicinity of an upcoming construction area. If it is not feasible to remove
trees outside this window then, prior to the beginning of mass grading, including grading for major
infrastructure improvements, during the period between February 15 and August 30, all trees
within 250 feet of any grading or earthmoving activity shall be surveyed for active nests by a
qualified biologist no more than 30 days prior to disturbance. If active nests are found, and the site
is within 250 feet of potential construction activity, a temporary fence shall be erected, where
appropriate, around the tree(s) at a distance of up to 250 feet, depending on the species, from the
edge of the canopy to prevent construction disturbance and intrusions on the nest area. The
appropriate buffer shall be determined in consultation with the City of Santa Ana Park
Naturalist or a designee.
2. No construction vehicles shall be permitted within restricted areas (i.e., protection zones), unless
directly related to the management or protection of the legally protected species.
3. If a legally protected species nest is located in a tree designated for removal, the removal shall be
deferred until after August 30, or until the adults and young of the year are no longer dependent
on the nest site as determined by a qualified biologist.

Implementation of mitigation measure MM4.3-1 would reduce the effects to migratory avian species to a
less than significant level by identifying occupied nests, delaying construction if necessary, and
providing a buffer zone around occupied nests to ensure that no take or destruction of nests or eggs
occurs.

4.3.4

Cumulative Impacts

A cumulative impact analysis is only provided for those thresholds that result in a less than significant,
potentially significant, or significant and unavoidable impact. A cumulative impact analysis is not
provided for Effects Found Not to Be Significant, which result in no project-related impacts.
The cumulative effects of the Transit Zoning Code (SD 84A and SD 84B) are extremely limited due to
its current state. The Transit Zoning Code (SD 84A and SD 84B) area has been developed, paved,

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.3-17

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

landscaped and/or graded, and supports largely non-native plant species. The only cumulative impacts
that implementation of the Transit Zoning Code (SD 84A and SD 84B) could have would be on
migratory birds that are currently protected under the MBTA. Removal of vegetation within the Transit
Zoning Code (SD 84A and SD 84B) area could result in the loss of nesting or roosting habitat.
Implementation of mitigation measure MM4.3-1 would ensure that no significant impacts occur. Further,
since implementation of the Transit Zoning Code (SD 84A and SD 84B) would involve an increase in
open space and landscaping, the Transit Zoning Code (SD 84A and SD 84B) would not be cumulatively
considerable, and cumulative impacts would be less than significant.

4.3.5

References

Abrams, L. 1923. Illustrated Flora of the Pacific States, Volumes. I, II, and III. Stanford, CA: Stanford
University Press.
. 1960. Illustrated Flora of the Pacific States. Volume IV. Stanford, CA: Stanford University Press.
California. 1998. Porter-Cologne Water Quality Control Act.
. 2005. California Environmental Quality Act, Statutes and Guidelines. Sacramento, CA: Governors
Office of Planning and Research.
California Department of Fish and Game (CDFG). 2005. Fish and Game Code of California.
. 2010. List of California Terrestrial Natural Communities Recognized by the California Natural
Diversity Database. California Department of Fish and Game, Natural Diversity Data Base.
Sacramento, California, January.
. 2010. Special Vascular Plants, Bryophytes, and Lichens List. California Department of Fish and
Game, Natural Diversity Data Base. Sacramento, California, January.
. 2010. State and Federally Listed Endangered, Threatened, and Rare Plants of California.
California Department of Fish and Game, Natural Diversity Data Base. Sacramento, California,
January.
. 2010. State and Federally Listed Endangered, Threatened, Animals of California. California
Department of Fish and Game, Natural Diversity Data Base. Sacramento, California, January.
California Native Plant Society (CNPS). 2010. Inventory of Rare and Endangered Plants (version 7-09c;
7-14-09). Data provided by the participants of CNPS. http://cnps.web.aplus.net/cgibin/inv/inventory.cgi. Accessed on: January 8, 2010.
California Wilderness Coalition. 2000. Missing Linkages: Restoring Connectivity to the California Landscape,
November.
Garrett, K., and J. Dunn. 1981. Birds of Southern California: Status and Distribution. Los Angeles: Los Angeles
Audubon Society.
Hickman, James C. (ed.). 1993. The Jepson Manual. Berkeley, CA: University of California Press.
Holland, V. L., and David J. Keil, 1989, California Vegetation, California Polytechnic State University, San
Luis Obispo. San Luis Obispo, CA: El Corral Publications.
MacArthur, R. H., and E. O. Wilson. 1967. The Theory of Island Biogeography. Princeton, NJ: Princeton
University Press.

4.3-18

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.3 Biological Resources

Munz, P.A. 1974. A Flora of Southern California. Berkeley, CA: University of California Press.
Sawyer, J. O. and T. Keeler-Wolf. 1995. A Manual of California Vegetation. Sacramento, CA: California
Native Plant Society.
Stebbins, R. C. 1985. A Field Guide to Western Reptiles and Amphibians. 2nd ed. Boston, MA: HoughtonMifflin Company.
U.S. Army Corps of Engineers (USACE) and California Department of Fish & Game (CDFG). 1998.
Section 404 Permit and Section 1603 Streambed Alteration Agreement for Portions of the Santa
Clara River and its Tributaries, Los Angeles County, Final Environmental Impact
Statement/Environmental Impact Report.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.3-19

4.4 Cultural Resources

4.4

CULTURAL RESOURCES

This section of the EIR assesses potential adverse impacts on cultural resources that could result from
implementation of the Transit Zoning Code (SD 84A and SD 84B) project. Cultural resources are
defined as buildings, sites, districts, structures, or objects having historical, architectural, archaeological,
or cultural importance. This analysis also addresses potential impacts on archaeological resources and
human burials, as well as potential project effects on paleontological resources. This section briefly
describes the historic setting of the project area, discusses known cultural resources within the project
area, and identifies the cultural and paleontological resource sensitivity of the project site. Applicable
state, federal, and local regulations are identified, followed by the impact analysis and, where applicable,
mitigation measures that reduce impacts on cultural resources.
Data from various sources were used for the preparation of the section, including a records search of the
South Central Coastal Information Center (SCCIC) of the California Historical Resources Information
System (CHRIS), the Santa Ana Register of Historical Properties, the Santa Ana General Plan, and
several cultural resources studies conducted within the project area.
Two comment letters pertaining to cultural resources were received during the Initial Study/Notice of
Preparation (IS/NOP) public comment period. The comment letters are included in Appendix A, and
their respective concerns are addressed within this section. Full bibliographic entries for all reference
material are provided in Section 4.4.5 (References) of this section.

4.4.1

Environmental Setting

Cultural resources are frequently defined in terms of tangible materials attributed to a culture. These
include districts, sites, structures, artifacts, and other evidence of human use considered important to a
culture or community for scientific, traditional, religious, or other reasons. Cultural resources may be
historical, archaeological, architectural, or archival in nature.
The area studied for cultural resources includes the entire project area, which consists of over 100 blocks
and approximately 450 acres, as well as a review of all recorded archaeological and historical sites within a
0.5-mile radius of the project area. As illustrated in Figure 3-1 (Regional Location Map), the proposed
project is generally bounded by First Street, Flower Street, Civic Center Drive, Grand Avenue, and
Interstate 5 (I-5). More specifically, the proposed project is located generally in the area west of I-5, north
of First Street, and between Grand Avenue and Flower Street in the City of Santa Ana in Orange
County, California.

Historical Overview of the Project Area


Native Americans
Santa Ana is most directly associated with the Gabrielino (Tongva) whose tribal territory extended north
from Aliso Creek to just beyond Topanga Canyon along the Pacific Coast, and inland to the City of San

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.4-1

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Bernardino (Bean and Smith 1978). However, it should be noted that tribal boundaries were likely fluid,
allowing for contact, trade and diffusion of ideas among immediately neighboring groups, such as the
Juaneo and Luiseo.
The Gabrielio spoke a language that belongs to the Cupan group of the Takic subfamily of the Uto
Aztecan language family (a language family that includes the Shoshonean groups of the Great Basin). The
total Gabrielio population in about 1770 A.D. was roughly 5,000 persons, based on an estimate of 100
small villages, with approximately 50 to 200 people per village.
Early ethnographers viewed the Gabrielio as a chief-oriented society of semi-sedentary huntergatherers. Influenced by coastal and interior environmental settings, Gabrielio material culture was quite
elaborate and consisted of well-made wood, bone, stone, and shell items. Included among these was a
hunting stick made to bring down numerous types of game.
Large Gabrielio villages may have been permanent with satellite villages utilized seasonally. Gabrielio
living structures were large, domed, and circular thatched rooms that may have housed multiple families.
The society exhibited ranked individuals, possibly chiefs, who possessed a much higher level of economic
power than unranked persons.
The arrival of Spanish explorers and the establishment of missions and outposts during the eighteenth
century ended the prehistoric period in California. At this time, traditional Native American society
began to fragment as a result of foreign diseases and the mass removal of local Indian groups to the
Mission San Gabriel and Mission San Juan Capistrano.

City of Santa Ana


Founded in 1869 by William Spurgeon, the City of Santa Ana originally consisted of approximately
43 acres that included twenty-four city blocks with ten lots on each block. Commercial uses and a post
office initially comprised the Citys center. Agricultural uses within and surrounding the City primarily
consisted of citrus and walnuts. The expansion of rail lines in the area led to the expansion and growth of
the City. In 1878, when the City had a population of 711 residents, the Southern Pacific Railroad (SPRR)
extended railroad ties through the area. By 1886, the Atchison, Topeka & Santa Fe (AT&SF) Railroad
was constructed, and the Citys population was 2,000 persons. In 1886, the City of Santa Ana was
incorporated. In 1889, the Orange County seat was re-established in Santa Ana, and a downtown area
was established at Main and Broadway between First and Fourth Streets.
Turn of the century neighborhoods in the City include French Park, North Broadway, and Heninger
Park. In the early part of the 1900s, large custom homes were built in the North Central, Northeast,
Floral Park, and Wilshire Square neighborhoods. By 1910, the Citys population had grown to 8,429
persons and was the largest city in Orange County.
By 1896, Santa Ana included a network of improved roads, scattered structures, and segments of the
SPRR and the AT&SF railroads. By 1942, the number of roads and structures had substantially increased,
and only the SPRR remained. The city experienced a building boom for residential and public buildings
in 1945. The Santa Ana Army Air Base, built during World War II, was a major catalyst for post-war

4.4-2

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.4 Cultural Resources

population growth, as many veterans moved to the area to raise families after the end of the war. Since
the 1980s, revitalization of downtown has been a primary focus.

Cultural Resources within the Project Area


SCCIC Records Search
A records search was performed by the SCCIC for the Transit Zoning Code project area and a one-halfmile mile radius (SCCIC 2007). The records search included a review of all cultural resource records,
technical reports, and historic maps on file for the project area and the additional search radius. The
search also includes a review of California Points of Historical Interest (PHI), the California Historical
Landmarks (CHL), the CRHR, the National Register of Historic Places (NRHP), and the California State
Historic Resources Inventory (HRI) as presented in the California State Office of Historic Preservation
(OHP) Historical Property Data File. Additional historic records databases consulted for this analysis
include the City of Santa Ana Register of Historic Properties (May 2007 and April 2009).
According to the SCCIC report, the California State PHI (2006) lists five PHI properties in the project
area. PHIs designated after December 1997 and recommended by the State Historical Resources
Commission are also listed in the CRHR. The CHL (2006) listed one property within the project area.
The HRI lists 1,304 properties that have been evaluated for significance within the project area and a
one-half-mile radius. Both the CRHR (2006) and the NRHP (2006) list 238 properties located within the
project area and a one-half-mile radius.
Two NRHP districts are found within and adjacent to the project area, including the Downtown
National Register District and the French Park National Register District. The entirety of the Downtown
NRHP District is found within the project area boundaries, while the entire French Park NRHP District
is found beyond the project area boundaries, to the north of Civic Center Drive.
The records search included a review of all recorded archaeological sites within the study area, as well as
a review of cultural resource reports on file. According to the records search, nine archaeological sites
have been identified within and adjacent to the project area boundaries. One historic-age site is listed on
the Archaeological Determination of Eligibility list maintained by the Office of Historic Preservation
(2007). This site has been determined eligible for inclusion in the NRHP, and is listed in the CRHR. An
additional 62 historic-age and previously recorded cultural resources have been identified within the
project area and a one-half-mile radius, 18 of which are located within the project area boundaries. Given
the documented prehistoric and historic-period use and occupation of the project area and the presence
of several recorded historic and archaeological sites in the City, the project area is considered sensitive
for undocumented subsurface prehistoric and historic-period resources.

Native American Consultation


A search of the Native American Heritage Commission (NAHC) sacred lands file (SLF) was requested to
determine if any Native American cultural resources are present within or in the vicinity of the proposed
project. The NAHC response letter determined that the SLF did not indicate the presence of Native

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.4-3

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

American cultural resources in the project area or within a one half-mile radius. The NAHC letter
included a list of Native American organizations and individuals who may have knowledge of cultural
resources in the project area. As requested by the NAHC, a letter that included a brief description of the
project and a project map were sent to each of the NAHC-provided contacts. As of the publication of
this document, there has been no response from Native American organizations and individuals.

Other Sources Consulted


Several studies have been prepared to address the numerous historic age resources found within and
adjacent to the project area. In 2006, Historic Resources Group, LLC (HRG) conducted a
reconnaissance-style survey and historic research project in support of the Santa Ana Renaissance
Specific Plan prepared by Moule & Polyzoides (HRG 2006). This survey aimed to identify historic
resources within the 400-acre planning area of that could provide design cues for the design and
development standards contained within the Plan. In addition, the HRG study (2006) surveyed the Lacy
and Logan Neighborhoods, and found that they shared a common scale, architectural character, and
development history. The HRG report discussed the use of Conservation Overlay Zones (COZs) that
are sometimes used to preserve the form and character of a neighborhood when those neighborhoods do
not meet the eligibility requirements to be considered an historic resource. Identifying properties within
these neighborhoods as potentially contributive to the future establishment of a COZ does not indicate
that the neighborhoods, or the properties themselves, are eligible for listing as historic districts, as found
elsewhere in the City. Rather, the survey identified properties as contributors in the sense that they
contribute to the overall small-scale residential built form of these neighborhoods, as opposed to meeting
the eligibility requirements as a Contributive property pursuant to SAMC Chapter 30 for historic
resources. The study does not provide information specific to determining the eligibility of any properties
for inclusion in the NRHP, CRHR, or the Santa Ana Register of Historical Properties (SARHP).
Subsequent property-specific studies were conducted by Jones and Stokes (2006 and 2007), which
resulted in the full recordation and evaluation of some of the properties within the project area. These
evaluations included determinations of eligibility for the NRHP, CRHR, and the SARHP. An additional
historic resources memorandum for the record was then prepared for 30 properties in Santa Ana by
Sapphos Environmental, Inc. (Sapphos 2007). Together these four studies provide useful planning data,
as well as some property-specific information about significance through eligibility determinations. These
documents are provided in Appendix D.
The SARHP is a listing of significant historical resources within the City of Santa Ana. The project area
encompasses the NRHP Downtown Santa Ana Historic District, which is similarly listed on the SARHP
and includes 59 designated historic resources. There are an additional twenty-one historic resources that
are designated on the SARHP found within the boundaries of the project area. Figure 4.4-1 (Santa Ana
Register of Historical Properties within the Transit Zoning Code Area) illustrates SARHP properties in
the project area as of April 2009. Table 4.4-1 (SARHP Properties in the Project Area) lists SARHP
properties in the project area as of April 2009.

4.4-4

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Transit Zoning Code


Boundary

NORTH
SCALE IN FEET

Source: City of Santa Ana, 2007.

01101 | JCS | 10

FIGURE 4.4-1

Santa Ana Register of Historical Properties within the Transit Zoning Code Area
0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.4 Cultural Resources

Table 4.4-1
Category*

SARHP Properties in the Project Area

Address

Historic Name

Downtown
Dist.

Landmark

211 West Santa Ana Blvd.

Old Orange County Courthouse

Yes

Landmark

120 West Civic Center Drive

Dr. Howe-Waffle House

Yes

Key

117 North Broadway

Grand Central Market

Yes

Landmark

207 West Second Street

Southern Counties Gas Company

Yes

Landmark

501 North Sycamore Street

Masonic Temple

Yes

Landmark

201 North Broadway

Santora Building

Yes

Contributive

301 West Fourth Street

Phillips Block Building

Yes

Landmark

113 East Santa Ana Blvd.

United Presbyterian Church

Yes

Landmark

202212 West Fourth Street and


318320 North Sycamore

Spurgeon Building

Yes

Landmark

313 North Birch Street

Armory Hall/American Legion Hall

Yes

Landmark

200 North Main Street

Builders Exchange Building

Yes

Key

410 West Fourth Street

Clausen Block

Yes

Contributive

219 West Fourth Street

Crabtree Saloon

Yes

Contributive

214 West Fourth Street

The Elwood

Yes

Contributive

221 West Fourth Street

Fashion Saloon

Yes

Contributive

110 West Fourth Street

Gilbert Dry Goods

Yes

Landmark

125 North Broadway

Grand Central Building

Yes

Contributive

213 West Fourth Street

Hawleys Sporting Goods

Yes

Contributive

112 West Fourth Street

Hill and Ceardin Company

Yes

Key

517 North Main Street

Hortons Furniture Building

Yes

Key

300 West Fifth Street

Knights of Pythias Hall

Yes

Key

402 West Fourth Street

Lawrence Building

Yes

Key

407 North Broadway

J.J. Wilsons Shoeshine Parlor; Beem Building

Yes

Contributive

515 North Main Street

McFadden Public Market

Yes

Contributive

400 West Fourth Street

Old Company L Armory/Mills & Edwards Feed


Store

Yes

Key

222 West Fourth Street

Moore Building

Yes

Contributive

108 West Fourth Street

Old Woolworth Building

Yes

Contributive

116 West Fourth Street

Orange County Savings and Trust Building

Yes

Key

101 West Fourth Street

Otis Building

Yes

Key

214 West Third Street

Pacific Building

Yes

Contributive

414 West Fourth Street

Parson Apartments

Yes

Contributive

412 West Fourth Street

Parson Apartments Annex

Yes

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.4-7

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.4-1
Category*

SARHP Properties in the Project Area

Address

Historic Name

Downtown
Dist.

Key

118 West Fifth Street

Ramona Building

Yes

Landmark

117 West Fourth Street

Rankin Department Store

Yes

Contributive

415 North Sycamore Street

Rohrs Building

Yes

Contributive

108 West Fourth Street

Santa Ana Hardware Company Building

Yes

Contributive

209 West Fourth Street

Semi-Tropic #2

Yes

Landmark

322 West Fourth Street

West End Theatre

Yes

Contributive

201 West Fifth Street

Zerman Building

Yes

Contributive

115 North Sycamore Street

Central Auto Body Works

Yes

Key

102 West Fourth Street

First National Bank Building

Yes

Contributive

309 West Third Street

Commercial Building

Yes

Contributive

113 West Fourth Street

Tinkers Jewelry

Yes

Contributive

310 West Fourth Street

Bon Ton Bakery

Yes

Contributive

104 East Fourth Street

Dragon Confectionery

Yes

Contributive

116 East Fourth Street

Brunner Building/Old City Jail

Yes

Contributive

217 North Broadway

Gilmaker Auto Agency Building

Yes

Contributive

312 North Broadway

Gerwigs Bicycle Shop

Yes

Key

315 West Third Street

Dr. Horton Building

Yes

Key

312 West Fourth Street

Semi-Tropic Hotel

Yes

Key

302 West Fourth Street

Gilmaker Block

Yes

Key

102 East Fourth Street

Dibble Building

Yes

Key

108 East Fourth Street

Shaffer-Wakeham Building

Yes

Key

118 East Fourth Street

Kryhl Building

Yes

Key

202 North Broadway

Empire Market

Yes

Key

302 North Broadway

Gilmaker Broadway Block

Yes

Key

315 North Main Street

Carey Smith Building

Yes

Landmark

614 North Bush Street

Episcopal Church of the Messiah

Yes

Landmark

200 North Fourth Street

Hervey-Finley Block

Yes

Landmark

217 North Main Street

Old Santa Ana City Hall

No

Key

621 North Spurgeon Street

Thomas House

No

Key

501 East Fifth Street

Whitson-Powelson House

No

Contributive

400412 East Fourth Street

Hotel Finley

No

Landmark

625 North French Street

Ebell Club

No

Landmark

1016 North Logan Street

McKern House

No

Contributive

1023 North Custer Street

Eckman House

No

4.4-8

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.4 Cultural Resources

Table 4.4-1
Category*

SARHP Properties in the Project Area

Address

Historic Name

Downtown
Dist.

Contributive

903 East Stafford Street

Perry House

No

Contributive

904 East Stafford Street

Franke House

No

Key

914916 East Stafford Street and


926 North Logan

Anderson House

No

Contributive

912 East Stafford Street

Cummings House

No

Contributive

1033 North Custer Street

Oscar Smith House

No

Landmark

518 North Broadway

Smith Tuthill Funeral Parlor

No

Landmark

322 West Third Street

Minter House

No

Contributive

312316 East Fourth Street

Semi-Tropic #1

No

Key

318320 East Fourth Street

Musselman Block

No

Key

610 East Fourth Street

Foster House

No

Landmark

475 North Lacy Street

Pacific Electric Substation #1

No

N/A (Demolished in 2001)

206208 North Spurgeon Street

Barrows Const. Co. Building

N/A

Landmark

301307 North Spurgeon Street

Yost Theater

No

Landmark

30 Civic Center Plaza

Orange County Courthouse

No

Categories are defined by Section 30-2.2 (Categorization) of the Santa Ana Municipal Code. Each category describes the
aspect(s) of a property that render it eligible for listing in the SARHP.

In summary, there are 80 designated historic properties that are listed on the SARHP, five that are listed
on the PHI and one that is listed on the CHL within the project area. There are a total of 238 properties
that are listed on the CRHR and/or NRHP that are within the SCCIC study area, which included the
project area as well as a 0.5-mile radius beyond the project area boundaries. There is also one NRHP
historic district found within the project area, known as the Downtown National Register District.

Paleontological Resources
Paleontological resources include fossil remains, as well as fossil localities and rock or soil formations
that have produced fossil material. Fossils are the remains or traces of prehistoric animals and plants.
Fossils are important scientific and educational resources because of their use in documenting the
presence and evolutionary history of particular groups of now extinct organisms, reconstructing the
environments in which these organisms lived, determining the relative ages of the strata in which they
occur and of the geologic events that resulted in the deposition of the sediments that formed these strata,
and in their subsequent deformation.
According to the City of Santa Ana Land Use Element EIR, the majority of the City is disturbed and
developed and thus, unlikely to contain intact paleontological resources. This assertion applies to the
potential to uncover intact resources within the soils found nearer the surface, and in areas previously
disturbed by development related activities. However, the greater southern California region has

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.4-9

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

produced numerous paleontological discoveries over the past several decades, demonstrating that there is
a potential for undiscovered paleontological resources to occur within the project area. This potential is
greatly increased where ground excavation to depths of six feet or greater would occur a result of
redevelopment activities.

4.4.2

Regulatory Framework

Federal, state, and local governments have developed laws and regulations designed to protect significant
cultural resources that may be affected by actions that they undertake or regulate. The National Historic
Preservation Act (NHPA) and CEQA are the basic federal and state laws governing the preservation of
historic and archaeological resources of national, regional, state, and/or local significance.

Federal
The National Historic Preservation Act of 1966
Federal regulations for cultural resources are primarily governed by Section 106 of the National Historic
Preservation Act of 1966, which applies to actions taken by federal agencies. The goal of the Section 106
review process is to offer a measure of protection to sites that are determined eligible for listing on the
NRHP. The criteria for determining NRHP eligibility are found in 36 Code of Federal Regulations (CFR)
Part 60. Section 106 of the NHPA requires federal agencies to take into account the effects of their
undertakings on historic properties and affords the federal Advisory Council on Historic Preservation a
reasonable opportunity to comment on such undertakings. The Councils implementing regulations,
Protection of Historic Properties, are found in 36 CFR Part 800. The NRHP criteria (contained in 36
CFR 60.4) are used to evaluate resources when complying with NHPA Section 106. Those criteria state
that eligible resources comprise districts, sites, buildings, structures, and objects that possess integrity of
location, design, setting, materials, workmanship, feeling, and association, and
(a) Are associated with events that have made a significant contribution to the broad patterns of our
history; or
(b) Are associated with the lives of persons significant in our past; or
(c) Embody the distinctive characteristics of a type, period, or method of construction, or that possess
high artistic values, or that represent a significant distinguishable entity whose components may
lack individual distinction; or
(d) Have yielded or may be likely to yield, information important to history or prehistory.
Eligible properties must meet at least one of the criteria and exhibit integrity. Historical integrity is
measured by the degree to which the resource retains its historical properties and conveys its historical
character, the degree to which the original fabric has been retained, and the reversibility of changes to the
property. Three of the four criteria are meant to apply to historic structures; however, Criterion D is also
sometimes associated with archaeological and paleontological materials.
Archaeological site evaluation assesses the potential of each site to meet one or more of the criteria for
NRHP eligibility based upon visual surface and subsurface evidence (if available) at each site location,

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4.4 Cultural Resources

information gathered during the literature and records searches, and the researchers knowledge of and
familiarity with the historic or prehistoric context associated with each site.
The American Indian Religious Freedom Act, Title 42 United States Code, Section 1996, protects Native
American religious practices, ethnic heritage sites, and land uses.

State
The California Register of Historic Resources (Public Resources Code Section 5020 et
seq.)
Under CEQA, public agencies must consider the effects of their actions on both historical resources
and unique archaeological resources. Pursuant to Public Resources Code (PRC) Section 21084.1, a project
that may cause a substantial adverse change in the significance of an historical resource is a project that
may have a significant effect on the environment. Section 21083.2 requires agencies to determine
whether proposed projects would have effects on unique archaeological resources.
Historical resource is a term with a defined statutory meaning (refer to PRC Section 21084.1 and
CEQA Guidelines, Section 15064.5(a) and (b)). The term embraces any resource listed in or determined
to be eligible for listing in the California Register of Historical Resources (CRHR). The CRHR includes
resources listed in or formally determined eligible for listing in the NRHP, as well as some California
State Landmarks and Points of Historical Interest.
Properties of local significance that have been designated under a local preservation ordinance (local
landmarks or landmark districts) or that have been identified in a local historical resources inventory may
be eligible for listing in the CRHR and are presumed to be historical resources for purposes of CEQA
unless a preponderance of evidence indicates otherwise (PRC Section 5024.1 and California Code of
Regulations, Title 14, Section 4850). Unless a resource listed in a survey has been demolished, lost
substantial integrity, or there is a preponderance of evidence indicating that it is otherwise not eligible for
listing, a lead agency should consider the resource to be potentially eligible for the CRHR.
In addition to assessing whether historical resources potentially impacted by a proposed project are listed
or have been identified in a survey process, lead agencies have a responsibility to evaluate them against
the CRHR criteria prior to making a finding as to a proposed projects impacts to historical resources
(PRC Section 21084.1 and CEQA Guidelines Section 15064.5(a)(3)). In general, an historical resource,
under this approach, is defined as any object, building, structure, site, area, place, record, or manuscript
that:
(a) Is historically or archeologically significant, or is significant in the architectural, engineering,
scientific, economic, agricultural, educational, social, political or cultural annals of California; and
(b) Meets any of the following criteria:
1) Is associated with events that have made a significant contribution to the broad patterns of
Californias history and cultural heritage
2) Is associated with the lives of persons important in our past

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

3) Embodies the distinctive characteristics of a type, period, region, or method of construction, or


represents the work of an important creative individual, or possesses high artistic values
4) Has yielded, or may be likely to yield, information important in prehistory or history
(CEQA Guidelines, Section 15064.5(a)(3))
Archaeological resources can sometimes qualify as historical resources (CEQA Guidelines,
Section 15064.5(c)(1)). In addition, PRC Section 5024 requires consultation with the Office of Historic
Preservation when a project may impact historical resources located on State-owned land.
For historic structures, CEQA Guidelines Section 15064.5(b)(3), indicates that a project that follows the
Secretary of the Interiors Standards for the Treatment of Historic Properties with Guidelines for
Preserving, Rehabilitating, Restoring, and Reconstructing Historic Buildings, or the Secretary of the
Interiors Standards for Rehabilitation and Guidelines for Rehabilitating Historic Buildings (1995) shall
mitigate impacts to a level of less than significant. Potential eligibility also rests upon the integrity of the
resource. Integrity is defined as the retention of the resources physical identity that existed during its
period of significance. Integrity is determined through considering the setting, design, workmanship,
materials, location, feeling, and association of the resource.
As noted above, CEQA also requires lead agencies to consider whether projects will impact unique
archaeological resources. PRC Section 21083.2(g), states that unique archaeological resource means an
archaeological artifact, object, or site about which it can be clearly demonstrated that, without merely
adding to the current body of knowledge, there is a high probability that it meets any of the following
criteria:
Contains information needed to answer important scientific research questions and that there is a
demonstrable public interest in that information.
Has a special and particular quality such as being the oldest of its type or the best available example
of its type.
Is directly associated with a scientifically recognized important prehistoric or historic event or
person.
(Public Resources Code 21083.2(g))
Treatment options under Section 21083.2 include activities that preserve such resources in place in an
undisturbed state. Other acceptable methods of mitigation under Section 21083.2 include excavation and
curation or study in place without excavation and curation (if the study finds that the artifacts would not
meet one or more of the criteria for defining a unique archaeological resource).
Advice on procedures to identify cultural resources, evaluate their importance, and estimate potential
effects is given in several agency publications such as the series produced by the Governors Office of
Planning and Research (OPR). The technical advice series produced by OPR strongly recommends that
Native American concerns and the concerns of other interested persons and corporate entities, including
but not limited to, museums, historical commissions, associations and societies, be solicited as part of the
process of cultural resources inventory. In addition, California law protects Native American burials,

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4.4 Cultural Resources

skeletal remains and associated grave goods regardless of their antiquity and provides for the sensitive
treatment and disposition of those remains.

California Health and Safety Code Sections 7050.5, 7051 and 7054
Section 7050.5(b) of the California Health and Safety code specifies protocol when human remains are
discovered. The code states:
In the event of discovery or recognition of any human remains in any location other than a
dedicated cemetery, there shall be no further excavation or disturbance of the site or any nearby
area reasonably suspected to overlie adjacent remains until the coroner of the county in which the
human remains are discovered has determined, in accordance with Chapter 10 (commencing with
section 27460) of Part 3 of Division 2 of Title 3 of the Government Code, that the remains are not
subject to the provisions of section 27492 of the Government Code or any other related
provisions of law concerning investigation of the circumstances, manner and cause of death, and
the recommendations concerning treatment and disposition of the human remains have been made
to the person responsible for the excavation, or to his or her authorized representative, in the
manner provided in section 5097.98 of the Public Resources Code.

California Public Resources Code Section 15064.5 (e)


CEQA Guidelines Section 15064.5(e), requires that excavation activities be stopped whenever human
remains are uncovered and that the county coroner be called in to assess the remains. If the county
coroner determines that the remains are those of Native Americans, the NAHC must be contacted
within 24 hours. At that time, the lead agency must consult with the appropriate Native Americans, if
any, as timely identified by the NAHC. Section 15064.5 directs the lead agency (or applicant), under
certain circumstances, to develop an agreement with the Native Americans for the treatment and
disposition of the remains.
As of March 1, 2005, Senate Bill 18 (Government Code Sections 65352.3, 65352.4) requires that, prior to
the adoption or amendment of a general plan proposed on or after March 1, 2005, a city or county must
consult with Native American tribes with respect to the possible preservation of, or the mitigation of
impacts to, specified Native American places, features, and objects located within that jurisdiction.

Local
Santa Ana General Plan
The Land Use Element of the Citys General Plan serves as a long-term guide for land use and
development in the City. This element indicates the type, location, and intensity of development and land
uses permitted in the City. The primary objective of the element is to assist in the management of future
growth, to improve the overall physical appearance, to minimize potential land use conflicts, and to
facilitate growth and development reflecting the communitys vision. The following goals and policies are
applicable to cultural resources.
Goal 3

The preservation of existing neighborhoods

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Goal 4

Policy 3.1

Support development which provides a positive contribution to


neighborhood character and identity

Policy 3.5

Encourage new development and/or additions to existing


development that are compatible in scale, and consistent with
the architectural style and character of the neighborhood

The protection of unique community assets and open space that enhance the
quality of life
Policy 4.1

Maintain areas of the City with unique characteristics which


contribute positively to the area in which they are located, such
as the Artists Village and historic French Park

Policy 4.2

Encourage the retention and reuse of historical buildings and


sites

The Urban Design Element of the Citys General Plan establishes a long-range vision regarding the Citys
urban form, in order to orchestrate a safe, functional, and aesthetically pleasing urban environment. This
element aims to curtail obsolete, dysfunctional, and chaotic development. Specifically, this element
addresses outdoor space and building form, and establishes programs and measures to improve the
physical setting in which community life takes place. The following goals and policies are applicable to
cultural resources.
Goal 2.0

Goal 6

Improve the physical appearance of the City through the development that is
proportionally and aesthetically related to its district setting
Policy 2.3

Preservation involving the adaptive reuse of historic and


architecturally significant structures, is encouraged Citywide.

Policy 2.4

New projects must respect the architectural style, scale, context,


and rhythm of Santa Anas historic buildings and districts.

Policy 2.5

The use of artistic interpretation will be encouraged as a means


to preserve the Citys heritage and enhance its regional presence
in the downtown historic district.

Policy 2.8

The character and uniqueness of existing districts and


neighborhoods are to be protected from intrusive development.

Policy 2.11

New developments must re-enforce, or help establish district


character.

Create new and protect existing City landmarks and memorable places that convey
positive images
Policy 6.2

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Development near an existing landmark must be supportive and


respectful of the architecture, site, and other design features of
the landmark

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4.4 Cultural Resources

Santa Ana Municipal Code


The City of Santa Ana Historical Resources Commission (HRC), as established by Santa Ana Municipal
Code Sections 30-1 to 30-8, is a panel of nine members who are responsible for the local designation, by
resolution and at a noticed public hearing, of a building or part thereof, object, structure, or site as having
importance to the history or architecture of the City and as established in Chapter 30, Section 30-2
(Criteria for Selection) of the Municipal Code. To be eligible for a designation as a locally historic resource
by the HRC and placed on the Santa Ana Register of Historical Properties, properties must be 50 or
more years old and meet one or more of the following definitions:
a. Buildings, structures, or objects with distinguishing characteristics of an architectural style or
period, that exemplify a particular architectural style or design feature
b. Works of notable architects, builders, or designers whose style influenced architectural
development
c. Rare buildings, structures, or objects or original designs
d. Buildings, structures, objects, or sites of historical significance which include places:

Where historical events occurred


Are associated with famous people, original settlers, renowned organizations, and businesses
Were originally present when the City was founded
Served as important centers for political, social, economic, or cultural activity

e. Sites of archaeological importance


f. Buildings or structures that were connected with a business or use which was once common, but is
now rare
Section 30-2.2 (Categorization) of the Santa Ana Municipal Code provides three categories that properties
eligible for the SARHP may be placed as follows:
(1) Landmark Category
a. The building, structure, object or site is on the national register or appears to be eligible to be
placed on the register; or
b. The building, structure, object or site is on the state register or appears to be eligible to be
placed on the register; or
c. The building, structure, object or site has an historical/cultural significance to the city; or
d. The building, structure, object, or site has a unique architectural significance.
(2) Key Category
a. The building, structure, object or site has a distinctive architectural style and quality; or
b. The building, structure, object or site is characteristic of a significant period in the history of the
city; or
c. The building, structure, object, or site is associated with a significant person or event in the city.

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

(3) Contributive Category


a. The building, structure, object, or site contributes to the overall character and history of a
neighborhood or district and is a good example of period architecture.
In addition to individual historic properties, the HRC may recommend that the City Council designate an
area within the city as a local historic district as established under Section 30-4 (Local historic districts). A
local historic district shall be designated only if it meets one or more of the following standards:
(1) The area constitutes a distinct section of the city and has special character, historical, architectural,
or aesthetic interest and value.
(2) The area provides significant examples of architectural values of the past or landmarks in the
history of architecture.
(3) The area serves as a reminder of past eras, events, or persons important in the history of the city,
the county, the state or the United States of America or illustrates past living styles for future
generations to observe, study, or inhabit.
(4) The area is the site of a historically or culturally significant ground, garden, or object.
Section 30-6 and 30-7 of the Municipal Code describe the conditions that owners of historic property
must follow before modification or demolition of historic property within the City could occur, as
follows:
Section 30-6 (Modification of historic properties) describe the conditions that owners of an historic
property must follow before the modification of an historic property within the City could occur, as
follows:
(a) No exterior physical modifications, other than those identified by the historic resources
commission for administrative approval by city staff, shall be permitted with respect to an
historic structure until the historic resources commission approves such request at a duly
noticed public hearing and issues a certificate of appropriateness. The historic resources
commission shall issue the certificate of appropriateness upon finding that the proposed
modification(s) does not substantially change the character and integrity of the historic
property. The minutes of the historic resources commission meeting shall serve as the official
record.
(b) The building official may determine a historic property is a dangerous building. Modifications
as determined necessary by the building official to correct the dangerous building shall not
require a certificate of appropriateness. Modifications shall be consistent with the overall
architectural design and historic character of the structure and blend in with the surrounding
environment.

Section 30-7 (Demolition of historic properties) of the Municipal Code describes the conditions that
owners of an historic property must follow before the demolition of an historic property within the City
could occur, as follows:
(a) An application of intent to demolish an historic property shall be submitted to the planning
and building agency. At a duly noticed public hearing, the historic resources commission must
review all applications for demolition permits for historic properties. The commission shall
investigate all feasible alternatives to demolition. These alternatives include, but are not limited
to:

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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.4 Cultural Resources

(1) Seeking private citizens, local trusts, and other financial sources who may be willing to
purchase the structure for restoration or relocation.
(2) Publicizing the availability of the structure for purchase for restoration or relocation
purposes.
(3) Exploring possible sites for relocation of the historic building if on-site preservation is not
possible. Any structure relocated under this section shall not require a residential relocation
permit, pursuant to Section 41-620 of this Code.
(4) Suggesting to the city council that the city purchase the structure when private preservation
or relocation is not feasible.
(b) All of the above items are to be completed within two hundred and forty (240) days from the
date of application submittal. After two hundred and forty (240) days, or at the conclusion of
the environmental review period, whichever is longer, a demolition permit must be issued.
Prior to the issuance of the demolition permit, the applicant shall provide, to the reasonable
satisfaction of the commission, and at the applicant's sole cost, complete photo-documentation
of archival quality and historical profile of the structure to be demolished, prior to the
scheduling of the demolition.
(c) The building official may determine a historic property is a dangerous building. Such
determination allows the waiver of historic resources commission review and the required
review period for demolition if the historic property is declared a dangerous building.

Consistency Analysis
The Transit Zoning Code (SD 84A and SD 84B) creates nine distinct zoning categories that are
organized around intensity of building form. This approach to zoning, often referred to as form-based
code, places significant emphasis on the exterior design of new buildings in order to ensure that they are
compatible with the existing context of established neighborhoods, shopping districts, etc. Because the
entire project area has been subject to intensive development and, subsequently, relatively few large-scale
development opportunities exist, it is important that any new development not weaken the existing fabric
of these long-established areas, particularly those that contain historic resources.
The design and development standards contained within the Transit Zoning Code (SD 84A and SD 84B)
contain detailed requirements in regards to building types, frontage types, massing, height, architecture,
accessibility, parking, street presence and landscaping. These standards are specifically designed to ensure
that new development within established neighborhoods, as well as existing commercial areas, is sensitive
to the existing built form of that area. In particular, the historic character of the existing area was used as
a model upon which to base the selection of architectural styles allowed within the Transit Zoning Code
(SD 84A and SD 84B). Please refer to Section 4.3 of the Transit Zoning Code Architectural Style
Standards. While the standards contain sufficient specificity to control for quality and compatibility of
design, they also allow for, and encourage, the creative use of architecture to ensure that each zone
within the plan continues to be unique.
Beyond the design and development standards, the zones themselves are proposed to be applied based
on their compatibility with the existing characteristics of the area. For example, the Urban
Neighborhood 1 (UN-1) Zone, the least intense of the nine zones, would be applied to two
neighborhoods that are currently characterized by low-scale residential development. The UN-1 Zone
acknowledges, and seeks to strengthen, the existing single-family residential nature of these two
neighborhoods. In contrast, the Transit Village (TV) Zone would be applied to properties adjacent to

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

and surrounding the Santa Ana Regional Transportation Center (SARTC). This area currently consists
primarily of maintenance yards operated by the County of Orange and industrial uses. Over time the TV
Zone would help to establish a new district character, without detracting from existing neighborhoods,
when development occurs in this area.
The Transit Zoning Code (SD 84A and SD 84B) creates a new zone, the Downtown (DT) Zone for the
area generally contained within the Downtown Santa Ana National Register District. The DT Zone
creates a cohesive and consistent set of requirements to ensure that any new projects developed within
the Zone adhere to a unified set of standards, thereby ensuring that all new development within the
Historic Downtown is considered within the same context as opposed to having a patchwork of standalone zones. Specifically, the DT Zone limits building heights based upon the existing historic context of
the buildings currently located in the Historic Downtown. The DT Zone allows for the addition of
residential uses within the existing historic structures, which will contribute to the long-term economic
viability of these buildings, allowing for adaptive re-use and reinvestment in these historic properties. A
detailed sign code is also contained within the Transit Zoning Code which is specifically designed to
ensure that new signs are compatible with the existing historic fabric of the area.
Because the overall Transit Zoning Code (SD 84A and SD 84B) is designed to enhance, preserve, and
promote cultural resources in the project area, implementation of the proposed project would not
conflict with identified City policies. Potential physical impacts associated with implementation of the
Transit Zoning Code are addressed below under Project Impacts and Mitigation.Project

Impacts

and Mitigation
Analytic Method
The impact analysis for cultural resources is based on a review of a records search of the South Central
Coastal Information Center (SCCIC) of the California Historical Resources Information System
(CHRIS), the Santa Ana Register of Historical Properties, the Santa Ana General Plan, and several
cultural resources studies conducted within the project area. The impact analysis compares the known
cultural resource environment and the potential for previously undocumented cultural resources in the
project area with the known physical effects that could result from implementation of the proposed
project. Impacts are assessed in accordance with thresholds of significance based on Section V, Cultural
Resources, of the Environmental Checklist Form included as Appendix G of the 2009 State CEQA
Guidelines. The impact analysis also considers the mitigating effects of existing City of Santa cultural
resources polices, other federal, state and local laws and regulations, and proposed Transit Zoning Code
provisions that pertain to cultural resources.

Thresholds of Significance
The following thresholds of significance are based on Appendix G of the 2009 CEQA Guidelines. For
purposes of this EIR, implementation of the proposed project may have a significant adverse impact on
cultural resources if it would result in any of the following:

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4.4 Cultural Resources

Cause a substantial adverse change in the significance of a historical resource as defined in


Section 15064.5 of the CEQA Guidelines
Cause a substantial adverse change in the significance of an archaeological resource pursuant to
Section 15064.5 of the CEQA Guidelines
Directly or indirectly destroy a unique paleontological resource or unique geologic feature
Disturb any human remains, including those interred outside of formal cemeteries

Effects Found to Have No Impact


There are no effects found to have no impact with respect to cultural resources.

Effects Found to Be Less Than Significant


Threshold

Impact 4.4-1

Cause a substantial adverse change in the significance of an archaeological


resource pursuant to Section 15064.5 of the CEQA Guidelines

Long-term cumulative development occurring pursuant to the Transit


Zoning Code could cause a substantial adverse change in the significance
of an archaeological resource or disturb human remains. However,
compliance with the identified mitigation measures would reduce this
impact to less than significant.

As stated previously, there are nine known archaeological sites within and adjacent to the project area,
which increases the archaeological sensitivity of the project area. No formal cemeteries were detected
during the review of archival topographic maps completed by the SCCIC, and as such, would more likely
be detected in archaeological or historical archaeological contexts. Although the project area has already
been subject to extensive disruption from previous development and may contain artificial fill materials,
the archaeological sites have the possibility of containing intact, undisturbed cultural deposits below the
level of previous disturbance. As such, important archaeological resources likely exist within the project
area. The potential exists that construction activities associated with ground disturbance within the
project area may unearth undocumented archaeological resources. This could result in a potentially
significant impact. Implementation of the following mitigation measures would reduce any potential
impacts to a level that is less than significant.
MM4.4-1(a)

Prior to any earth-disturbing activities (e.g., excavation, trenching, grading) that could encounter
undisturbed soils, the project applicant shall retain an archaeologist who meets the Secretary of the
Interiors Professional Qualifications Standards for Archaeology to determine if the project could result
in a substantial adverse change in the significance of an archaeological resource pursuant to
Section 15064.5 of the CEQA Guidelines or disturb human remains. The investigation shall
include, as determined appropriate by the archaeologist and the City of Santa Ana, an updated
records search of the South Central Coastal Information Center (SCCIC) of the California
Historical Resources Information System (CHRIS), updated Native American consultation, and a
pedestrian survey of the area proposed for development. The results of the investigation shall be
documented in a technical report or memorandum that identifies and evaluates any archaeological

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

resources within the development area and includes recommendations and methods for eliminating or
avoiding impacts on archaeological resources or human remains. The measures shall include, as
appropriate, subsurface testing of archaeological resources and/or construction monitoring by a
qualified professional and, if necessary, appropriate Native American monitors identified by the
applicable tribe (e.g., the Gabrielio Tongva Nation) and/or the Native American Heritage
Commission. The methods shall also include procedures for the unanticipated discovery of human
remains, which shall be in accordance with Section 5097.98 of the State Public Resources Code and
Section 7050.5 of Californias Health and Safety Code. The technical report or memorandum shall
be submitted to the City of Santa Ana for approval. As determined necessary by the City,
environmental documentation (e.g., CEQA documentation) prepared for future development within
the project site shall reference or incorporate the findings and recommendations of the technical report or
memorandum. The project applicant shall be responsible for implementing methods for eliminating or
avoiding impacts on archaeological resources identified in the technical report or memorandum. Projects
that would not encounter undisturbed soils and would therefore not be required to retain an
archaeologist shall demonstrate non-disturbance to the City through the appropriate construction plans
or geotechnical studies prior to any earth-disturbing activities. Projects that would include any earth
disturbance (disturbed or undisturbed soils) shall comply with MM4.4-2(b).
MM4.4-1(b)

If evidence of an archaeological site or other suspected historical resource as defined by CEQA


Guidelines Section 15064.5, including darkened soil representing past human activity (midden),
that could conceal material remains (e.g., worked stone, fired clay vessels, faunal bone, hearths, storage
pits, or burials) are discovered during any project-related earth-disturbing activities (including projects
that would not encounter undisturbed soils), all earth-disturbing activity within 100 feet of the find
shall be halted and the City of Santa Ana shall be notified. The project applicant shall retain an
archaeologist who meets the Secretary of the Interiors Professional Qualifications Standards for
Archaeology to assess the significance of the find. Impacts to any significant resources shall be mitigated
to a less-than-significant level through data recovery or other methods determined adequate by the
archaeologist and that are consistent with the Secretary of the Interior's Standards for Archaeological
Documentation. Any identified cultural resources shall be recorded on the appropriate DPR 523 (AL) form and filed with the SCCIC.

Threshold

Directly or indirectly destroy a unique paleontological resource or unique


geologic feature

Impact 4.4-2

Long-term cumulative development occurring pursuant to the Transit


Zoning Code has the potential to directly or indirectly destroy a unique
paleontological resource or unique geologic feature. Compliance with the
identified mitigation measure would reduce this impact to less than
significant.

The project area is not known to contain documented paleontological resources. Plant and animal fossils
are typically found within sedimentary rock deposits. Given the geology of the project area, it is unlikely
that unknown paleontological resources would exist within the project area. In addition, the project area
has already been subject to extensive ground disturbance and development. Any superficial
paleontological resources that could have existed at one time have likely been previously unearthed by
past development activities. While not anticipated, the potential remains for intact paleontological
resources to exist at deep levels. If unanticipated paleontological resources are encountered and disturbed

4.4-20

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4.4 Cultural Resources

during construction-related ground disturbance, then impacts would be potentially significant.


Implementation of the following mitigation measure would reduce any potential impacts to less-thansignificant levels.
MM4.4-2(a)

Prior to any earth-disturbing activities (e.g., excavation, trenching, grading) that could encounter
undisturbed soils, the project applicant shall retain a professional paleontologist to determine if the
project could directly or indirectly destroy a unique paleontological resource or site or unique geologic
feature. The investigation shall include, as determined appropriate by the paleontologist and the City of
Santa Ana, a paleontology records check and a pedestrian survey of the area proposed for development.
The results of the investigation shall be documented in a technical report or memorandum that
identifies the paleontological sensitivity of the development area and includes recommendations and
methods for eliminating or avoiding impacts on paleontological resources or unique geologic features.
The technical report or memorandum shall be submitted to the City for approval. As determined
necessary by the City, environmental documentation (e.g., CEQA documentation) prepared for future
development within the project site shall reference or incorporate the findings and recommendations of
the technical report or memorandum. The project applicant shall be responsible for implementing
methods for eliminating or avoiding impacts on paleontological resources or unique geologic features
identified in the technical report or memorandum. Projects that would not encounter undisturbed soils
and would therefore not be required to retain a paleontologist shall demonstrate non-disturbance to the
City through the appropriate construction plans or geotechnical studies prior to any earth-disturbing
activities. Projects that would include any earth disturbance (disturbed or undisturbed soils) shall
comply with MM4.4-3(b).

MM4.4-2(b)

Should paleontological resources (i.e., fossil remains) be identified at a particular site during project
construction, the construction foreman shall cease construction within 100 feet of the find until a
qualified professional can provide an evaluation. Mitigation of resource impacts shall be implemented
and funded by the project applicant and shall be conducted as follows:
1. Identify and evaluate paleontological resources by intense field survey where impacts are considered
high
2. Assess effects on identified sites
3. Consult with the institutional/academic paleontologists conducting research investigations within
the geological formations that are slated to be impacted
4. Obtain comments from the researchers
5. Comply with researchers recommendations to address any significant adverse effects where
determined by the City to be feasible
In considering any suggested mitigation proposed by the consulting paleontologist, the City of Santa
Ana staff shall determine whether avoidance is necessary and feasible in light of factors such as the
nature of the find, project design, costs, applicable policies and land use assumptions, and other
considerations. If avoidance is unnecessary or infeasible, other appropriate measures (e.g., data
recovery) shall be instituted. Work may proceed on other parts of the project site while mitigation for
paleontological resources is carried out.

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Effects Found to Be Significant and Unavoidable


Threshold

Impact 4.4-3

Cause a substantial adverse change in the significance of a historical resource as


defined in Section 15064.5 of the CEQA Guidelines

The adoption of the Transit Zoning Code (SD 84A and SD 84B) could
result in substantial adverse change in the significance of a historical
resource as defined in Section 15064.5 of the CEQA Guidelines. This is
considered a potentially significant impact. Compliance with identified
mitigation measures would reduce the magnitude of this impact, but the
impact would remain significant and unavoidable.

As discussed above in the Environmental Setting, the project area includes 80 properties listed on the
SARHP, five that are listed on the PHI and one that is listed on the CHL. The SCCIC records search
identified a total of 238 properties listed on the CRHR and/or NRHP that are within the project area
and a one-half-mile radius beyond the project area boundaries. There is also one NRHP district found
within the project area, which is known as the Downtown National Register District.
CEQA Guidelines Section 15064.5(b) states that a project with an effect that may cause a substantial
adverse change in the significance of an historical resource is a project that may have a significant effect
on the environment. Adoption of the Transit Zoning Code would enable new development that could
result in demolition, relocation, or alteration of historical resources, including resources listed on the
SARHP and within the Santa Ana Downtown Historic District.
For example, within the boundary of the Transit Zoning Code, the City of Santa Ana Redevelopment
Agency owns 49 parcels comprising approximately seven non-contiguous acres (Figure 3-5 [Santa Ana
Redevelopment Agency Parcels]). The City is pursuing the potential acquisition of 16 additional
properties within the immediate vicinity of the 49 parcels mentioned above for the purposes of
completing the assemblage of properties on those blocks in which the Redevelopment Agency already
has majority ownership, as well as to secure property to provide for additional open space. The
acquisition of these additional properties may lead to demolition and/or relocation of existing historicage structures.
An additional example is the redevelopment of specific portions of the project area as outlined by
Figure 3-7 (Development Proposal). This proposal requires the demolition of fifteen structures, totaling
approximately 30,000 square feet of building area, on fifteen Agency-owned properties (Figure 3-8
[Demolitions]). These fifteen structures have generally not been subject to formal significance
evaluations; however, preliminarily studies indicate that, although significantly altered, some of the
structures may meet some eligibility criteria for historic listing. At this time, none of the fifteen structures
are found within a federal, State or locally designated historic district.
Multiple studies have been completed that address some of the historic-age properties within the project
area. In 2006, HRG conducted a reconnaissance-style survey and historic research project in support of
the Santa Ana Renaissance Specific Plan prepared by Moule & Polyzoides (HRG 2006). This project
aimed to provide recommendations for historic preservation planning on about 400 acres, including

4.4-22

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.4 Cultural Resources

many of the properties found within the Transit Zoning Code (SD 84A and SD 84B) project area. No
formal significance evaluations were completed during the course of this study. Subsequent propertyspecific studies were conducted by Jones and Stokes (2006 and 2007), which resulted in the full
recordation and evaluation of many of the properties within the Transit Zoning Code (SD 84A and
SD 84B) project area. These evaluations included determinations of eligibility for the NRHP, CRHR, and
the SARHP. An additional historic resources memorandum for the record was then prepared for several
properties in Santa Ana by Sapphos Environmental, Inc. This memorandum provided recommendations
about the eligibility of 30 properties for inclusion in the SARHP, but did not constitute a formal
significance evaluation.
These four aforementioned studies, in conjunction with the OHP Historic Property Data File (OHP
2006), provide data on the significance of the properties proposed for demolition activities. Two of the
15 structures have been formally evaluated for significance, and were recommended ineligible for the
NRHP, CRHR, and the SARHP. The remaining properties have been either preliminarily assessed for
significance or not addressed in any of the studies. The complied results of these studies are outlined in
Table 4.4-2 (Properties Proposed for Demolition Activities) below.
Table 4.4-2
Address

Properties Proposed for Demolition Activities


Associated
Documents

Significance
Finding

APN

Property and Research Details

611 N. Minter St.

398-311-01

HRG finds the property to be a contributor to the Lacy


Neighborhood area, and lists its HRI evaluation as
5D2. A listing of 5D2 indicates that the property may
be eligible for local listing as a contributor to a listed or
potentially eligible district under local ordinance. At
present, this property has not been listed on the
SARHP (2009), and is not found within a historic
district as defined by the City municipal code.

HRG 2006

Potentially
Significant

505 N. Minter St.

398-333-09

No information.

N/A

Potentially
Significant

507 N. Minter St.

398-333-09

HRG finds the property to be a contributor to the Lacy


Neighborhood area. The Lacy neighborhood is not
currently recognized as a historic district as defined by
the City municipal code.

HRG 2006

Potentially
Significant

601603 E. Fifth St.

398-333-09

HRG finds the property to be a contributor to the Lacy


Neighborhood area. The Lacy neighborhood is not
currently recognized as a historic district as defined by
the City municipal code.

HRG 2006

Potentially
Significant

610612 E. Fifth St.

398-338-03

HRG finds the property to be a contributor to the Lacy


Neighborhood area. The Lacy neighborhood is not
currently recognized as a historic district as defined by
the City municipal code.

HRG 2006

Potentially
Significant

620 E. Fifth St.

398-338-05

HRG finds the property to be an altered contributor to


the Lacy Neighborhood area. The Lacy neighborhood
is not currently recognized as a historic district as
defined by the City municipal code.

HRG 2006

Potentially
Significant

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.4-23

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.4-2
Address

Properties Proposed for Demolition Activities


Associated
Documents

Significance
Finding

APN

Property and Research Details

621 E. Fifth St.

398-333-05

HRG finds the property to be a contributor to the Lacy


Neighborhood area. The Lacy neighborhood is not
currently recognized as a historic district as defined by
the City municipal code.

HRG 2006

Potentially
Significant

508 and 510 N. Porter St.

398-333-05

HRG finds the property to be an altered contributor to


the Lacy Neighborhood area. The Lacy neighborhood
is not currently recognized as a historic district as
defined by the City municipal code.

HRG 2006

Potentially
Significant

712 E. Fifth St.

398-337-03

HRG finds the property to be an altered contributor to


the Lacy Neighborhood area. The Lacy neighborhood
is not currently recognized as a historic district as
defined by the City municipal code.

HRG 2006

Potentially
Significant

720 E. Sixth St.

398-334-05

One-story, Colonial Revival Cottage. HRG finds to be


an altered contributor to the Lacy Neighborhood area,
and found its evaluation/potential designation to be
contributive. Sapphos later performed a preliminary
examination where they found the property to exhibit
relatively minor alterations. As a result, Sapphos lists
the property as potentially eligible for inclusion in the
SARHP in the contributive category.

HRG 2006;
Sapphos
2007

Potentially
Significant

714 E. Sixth St.

398-334-04

One-story, single-family residence built in about 1909.


HRG finds the property to be a contributor to the Lacy
Neighborhood area.

HRG 2006;
Jones &
Stokes 2006

Recommended
ineligible for the
NRHP, CRHR,
and the SARHP.

Upon formal evaluation, the property was


recommended ineligible for listing in the NRHP, CRHR
and the SARHP, and was found to be neither intact nor
an exemplary version of its type. (NRHP Status Code
6Z Not eligible for inclusion in the NRHP, CRHR, or
SARHP through survey evaluation). Further, the
property is not located within an eligible district.
710 E. Sixth St.

398-334-03

No information.

N/A

Potentially
Significant

623 N. Garfield St.

398-313-04

623-625 N. Garfield Street is a two-story, multi-family


property built in about 1923. HRG finds the property to
be an altered contributor to the Lacy Neighborhood
area, and lists its HRI evaluation as 5D2.

HRG 2006;
Jones &
Stokes 2006

Recommended
ineligible for the
NRHP, CRHR,
and the SARHP.

Upon formal evaluation, the property was


recommended ineligible for listing in the NRHP,
CRHR, and the SARHP due to extensive alterations
and subsequent loss of integrity (NRHP Status Code
6Z - Not eligible for inclusion in the NRHP, CRHR, or
SARHP through survey evaluation). Further, the
property is not located within an eligible district.

4.4-24

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.4 Cultural Resources

Table 4.4-2
Address

Properties Proposed for Demolition Activities


Associated
Documents

Significance
Finding

APN

Property and Research Details

801 E. Santa Ana Blvd.

398-303-04

Primary Number 30-161057 is listed in the HPDF as a


structure built in 1915 and given an NRHP Status
Code of 5D2. A listing of 5D2 indicates that the
property may be eligible for local listing as a
contributor to a listed or potentially eligible district
under local ordinance. However, the structure is not
located within an area recognized as a historic district
as defined by the City municipal code.

OHP 2006

Potentially
Significant

707 N. Garfield St.

398-303-04

HRG finds the property to be an altered contributor to


the Lacy Neighborhood area, and lists its HRI
evaluation as 5D2. A listing of 5D2 indicates that the
property may be eligible for local listing as a
contributor to a listed or potentially eligible district
under local ordinance. However, the structure is not
located within an area recognized as a historic district
as defined by the City municipal code.

HRG 2006

Potentially
Significant

While adoption of the Transit Zoning Code would enable new development throughout the project area
that could result in adverse impacts on historical resources, and would include acquisition of specific
properties where demolition and/or relocation of existing historic-age structures could occur, the
proposed project does not change existing City codes or policies related to the assessment of impacts on
significant historical resources. With implementation of the proposed project, the provisions of Santa
Ana Municipal Code (SAMC) Chapter 30 would continue to apply to the properties located within the
project area. Individual property owners would be required to comply with Sections 30-6 and 30-7 of the
SAMC. Compliance with SAMC Section 30-6, Modification of Historic Properties, would ensure that any
modifications to existing significant historical structures would not substantially change the character and
integrity of the historic property. Further, compliance with SAMC Section 30-7, Demolition of Historic
Properties, requires property to owners seek alternatives to demolition of known significant historic
properties, including selling the property to private trusts or others to preserve the property, seeking to
relocate the structure, or sale of the property to the City for preservation.
Consequently, existing city policies would ensure that development activities resulting from
implementation of the proposed Transit Zoning Code would undergo review to determine impacts on
known significant historical resources and would encourage the avoidance of significant impacts on
known significant historical resources through explicitly defined actions (e.g., sale and preservation).
Nonetheless, because neither existing City policies nor the proposed Transit Zoning Code require
identification of potentially significant historical resources within areas proposed for development, and
do not explicitly prohibit demolition of significant historical resources, it is possible that development
activities resulting from implementation of the proposed Transit Zoning Code could cause a substantial
adverse change in the significance of a known or previously undocumented historical resource.
Furthermore, the number of significant historical resources will likely increase during the 20-year
planning horizon associated with implementation of the proposed Transit Zoning Code. For example,
properties that are not currently of historic-age (45 years old or older) could attain historic age and

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.4-25

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

historic significance during the development horizon. Consequently, despite existing City policies and the
provisions within the Transit Zoning Code design and development standards requiring architectural
compatibility, significant historical resources could be adversely impacted by future development plans
that would require demolition of historic-age buildings and structures. Impacts on historical resources
are, therefore, considered potentially significant.
The following mitigation measure would be required for all future development projects within the
project area that would demolish or otherwise physically affect buildings or structures 50 years old or
older.
MM4.4-3

Prior to development activities that would demolish or otherwise physically affect buildings or structures
50 years old or older or affect their historic setting, the project applicant shall retain a cultural resource
professional who meets the Secretary of the Interiors Professional Qualifications Standards for
Architectural History to determine if the project would cause a substantial adverse change in the
significance of a historical resource as defined in Section 15064.5 of the CEQA Guidelines. The
investigation shall include, as determined appropriate by the cultural resource professional and the City
of Santa Ana, the appropriate archival research, including, if necessary, an updated records search of
the South Central Coastal Information Center (SCCIC) of the California Historical Resources
Information System (CHRIS) and a pedestrian survey of the proposed development area to determine
if any significant historic-period resources would be adversely affected by the proposed development. The
results of the investigation shall be documented in a technical report or memorandum that identifies
and evaluates any historical resources within the development area and includes recommendations and
methods for eliminating or reducing impacts on historical resources. The technical report or
memorandum shall be submitted to the City Santa Ana for approval. As determined necessary by the
City, environmental documentation (e.g., CEQA documentation) prepared for future development
within the project site shall reference or incorporate the findings and recommendations of the technical
report or memorandum. The project applicant shall be responsible for implementing methods for
eliminating or reducing impacts on historical resources identified in the technical report or
memorandum. Such methods could include, but not be limited to, written and photographic recordation
of the resource in accordance with the level of Historic American Building Survey (HABS)
documentation that is appropriate to the significance (local, state, national) of the resource.

Implementation of the above mitigation measure would require a qualified professional to conduct sitespecific historical resource investigations for future developments within the project area that would
demolish or otherwise physically affect buildings or structures 45 years old or older or affect their historic
setting. Nonetheless, development within the project area could result in demolition or removal of
significant historical resources, which would result in a significant impact. While implementation of sitespecific mitigation measures, such as written and photographic documentation of significant historical
resources, would reduce the magnitude of this impact, the impact would remain significant due to the
physical demolition of the property. Consequently, impacts on historical resources are considered
potentially significant and unavoidable.

4.4.4

Cumulative Impacts

The cumulative analysis for impacts on cultural and paleontological resources considers a broad regional
system of which the resources are a part. The cumulative context for the cultural and paleontological

4.4-26

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.4 Cultural Resources

resources analysis is Orange County as a whole. While the project impact analysis for cultural resources
necessarily includes separate analyses for historic-period resources and archaeological resources, the
cumulative analysis combines these resources into a single, non-renewable resource base and considers
the additive effect of project-specific impacts to significant regional impacts on cultural resources.
Threshold

Would the project, in combination with other projects in the region cause a
substantial adverse change in the significance of historical or archaeological
resources or disturb human remains?

Because all cultural resources are unique and non-renewable members of finite classes, all adverse effects
or negative impacts erode a dwindling resource base. Federal, state, and local laws protect cultural
resources in most instances. Even so, it is not always feasible to protect cultural resources, particularly
when preservation in place would frustrate implementation of projects. For this reason, the cumulative
effects of development in the Orange County region are considered significant. Implementation of
mitigation measures MM4.4-1(a), MM4.4-1(b), and MM4.4-3, would require qualified professionals to
conduct site-specific cultural resource investigations for future development of the project area and
require all earth-disturbing activity to be halted within 100 feet of any discovered resources until a
qualified professional can assess the significance of the find and implement appropriate mitigation of
significant impacts. However, because it is currently infeasible to determine whether future development
under the proposed Transit Zoning Code would result in demolition or removal of historical resources
within the project boundaries, the projects incremental contribution to these cumulative effects could be
cumulatively considerable (i.e., the project could contribute to the loss of historical resources in Orange
County). Therefore, this would be considered a significant cumulative impact.
Threshold

Would the project in combination with other projects in the region cause a
substantial adverse change in the significance of paleontological resources?

The proposed project, in combination with other development in the region could contribute to the loss
of significant paleontological resources. Because all significant paleontological resources are unique and
non-renewable members of finite classes, all adverse effects or negative impacts erode a dwindling
resource base. The loss of any one paleontological site affects all others in a region because these
resources are best understood in the context of the entirety of the ancient ecologic system of which they
formed a part. The boundaries of paleontologically important sites are not limited by property
boundaries. Consequently, a meaningful approach to preserving and managing paleontological resources
must focus on the likely distribution of those resources, rather than on project or parcel boundaries. The
ancient ecologic system is represented paleontologically by the total inventory of all sites and other fossil
remains. In this case, development in the Orange County region potentially could disturb unknown
paleontological resources.
However, proper planning and appropriate mitigation can help to capture and preserve knowledge of
such resources and can provide opportunities for increasing our understanding of the past environmental
conditions by recording data about sites discovered and preserving fossils found. Federal, state, and local
laws are in place, as discussed above, that protect these resources. Implementation of mitigation measure
MM4.4-2(a) and MM4.4-2(b) would require qualified professionals to conduct site-specific

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.4-27

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

paleontological resource investigations for future development of the project site and require all earthdisturbing activity to be halted within 100 feet of any discovered resources until a qualified professional
can assess the significance of the find and implement appropriate mitigation of significant impacts.
Therefore, the contribution of the proposed project would not be cumulatively considerable. This
cumulative impact would be less than significant.

4.4.5

References

Bean, L.J., and C.R. Smith. 1978. Gabrielino. In Handbook of North American Indians. Volume 8, California.
R.F. Heizer, editor. Washington DC: Smithsonian Institution, pp. 538549.
Historic Resources Group, LLC (HRG). 2006. Administrative DraftHistoric and Cultural Resources Survey
Santa Ana Specific Plan, November.
Jones and Stokes. 2006. Draft Historical Resources Evaluation Prepared for the City of Santa Ana Redevelopment
Agency, November 10.
Jones and Stokes. 2007. Historical Resources Assessment Report Prepared for the City of Santa Ana Redevelopment
Agency, May 9.
Native American Heritage Commission, 2009. Sacred Lands File Search for Transit Zoning Code (SD 84A and
SD 84B) Orange County, California, January 2010.
Office of Historic Preservation (OHP). 2006. Historic Properties Data File (HPDF), Orange County,
December 11.
Santa Ana, City of. 2009. Santa Ana Register of Historical Properties, April. http://www.santaana.org/pba/planning/documents/Historic_Register.pdf (accessed January 2009).
. 2004. City of Santa Ana Historic Resources Map, Updated February 13. http://www.santaana.org/pba/planning/documents/HistoricMap_2004.pdf (accessed January 2009).
. 1997. Draft EIR No. 97-01, Draft Land Use Element. State Clearinghouse #97071058, prepared by
Blodgett/Cunningham & Associates, October 16.
Sapphos Environmental, Inc. (Sapphos). 2007. Memorandum for the Record: 2.6 1471-001.M004: Potential
Listings in the Santa Ana Register of Historical Properties Located in the Renaissance Specific Plan Area, July 25.
South Central Coastal Information Center (SCCIC). 2007. California Historical Resources Information
System records search #7800.4913, August 8.

4.4-28

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.5 Hazards and Hazardous Materials

4.5

HAZARDS AND HAZARDOUS MATERIALS

This section of the EIR addresses the potential for impacts related to the presence and use of hazardous
materials within the Santa Ana Transit Zoning Code (SD 84A and SD 84B) area. Hazardous materials
include, but are not limited to, hazardous substances, hazardous wastes, or any material that a business or
local implementing agency has a reasonable basis for believing would be injurious to the health and safety
of persons, or harmful to the environment if released. Data used to prepare this section were taken from
various sources, including the Environmental Data Resources (EDR) Report prepared for this project.
One comment letter including comments related to hazardous materials was received during the
IS/NOP scoping period. The letter, dated August 17, 2006, was from the California Department of
Toxic Substances. This comment letter is included in Appendix A, and their respective concerns and
issues are addressed within this section.

4.5.1

Environmental Setting

Definitions
This EIR uses the definition given in Sections 25501 (o) of the California Health and Safety Code, which
defines a hazardous material as:
Any material that, because of its quantity, concentration, or physical or chemical characteristics,
poses a significant present or potential hazard to human health and safety or to the environment if
released into the workplace or the environment. Hazardous Materials include, but are not limited
to, hazardous substances, hazardous wastes, and any material which a handler or the administering
agency has a reasonable basis for believing that it would be injurious to the health and safety of
persons or harmful to the environment if released into the workplace or environment.

A hazardous waste, for the purpose of this analysis, is any hazardous material that is abandoned,
discarded, or recycled, as defined by Section 25117 of the California Health and Safety Code. In addition,
hazardous wastes occasionally may be generated by actions that change the composition of previously
nonhazardous materials. The criteria that characterize a material as hazardous include ignitability, toxicity,
corrosivity, reactivity, radioactivity, or bioactivity.

Hazard versus Risk


Workers and general public health are potentially at risk whenever hazardous materials have been used or
where there could be an exposure to such materials as the result of the presence of unidentified fill
materials or historic uses of a site. Ecological communities, such as avian and terrestrial habitats and the
aquatic environment may also be at risk, depending on the type of populations and locations relative to
potential exposure sources. Inherent in the setting and analyses presented in this section are the concepts
of the hazard of these materials and the risk they pose to human health and the ecological
environment.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.5-1

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Exposure to some chemical substances may harm internal organs or systems in the human body, ranging
from temporary effects to permanent disability, or death. Aquatic, terrestrial, or avian species may also be
similarly adversely affected. Hazardous materials that result in adverse effects are generally considered
toxic. Other chemical materials, however, may be corrosive, or react with other substances to form
other hazardous materials, but they are not considered toxic because organs or systems are not affected.
Because toxic materials can result in adverse health effects, they are considered hazardous materials, but
not all hazardous materials are necessarily toxic. For purposes of the information and analyses
presented in this section, the terms hazardous substances or hazardous materials are used interchangeably
and include materials that are considered toxic.
A hazard is any situation that has the potential to cause damage to human health and the environment.
The risk to human health and the ecological environment is determined by the probability of exposure to
hazardous materials and severity of harm such exposure would pose. That is to say, the likelihood and
means of exposure, in addition to the inherent toxicity of a material, are used to determine the degree of
risk to human health or the ecosystem. For example, a high probability of exposure to a low toxicity
chemical would not necessarily pose an unacceptable human health or ecological risk, whereas a low
probability of exposure to a very high toxicity chemical might. Various regulatory agencies, such as the
Environmental Protection Agency (EPA), State Water Resources Control Board (SWRCB), the
California Department of Toxic Substances Control (DTSC), and State and federal Occupational Safety
and Health Administrations (OSHA) are responsible for developing and/or enforcing risk-based
standards to protect the public and the environment.

Existing On-Site Conditions


The EDR Report prepared for the proposed project (included in Appendix E) provides a list of all
existing hazardous materials sites located within the Transit Zoning Code (SD 84A and SD 84B) area. A
summary of these facilities with their violation and/or cleanup status has also been provided in
Appendix E. According to the EDR Report, there are 209 existing locations within the Transit Zoning
Code (SD 84A and SD 84B) area that are associated with hazardous materials, and therefore, listed on
government databases. Because specific details about each of these identified sites are unknown, it is
possible that remediation or cleanup efforts have already taken place for at least some of these sites.
However, the potential for contamination exists in multiple locations throughout the Transit Zoning
Code (SD 84A and SD 84B) area. Only one of the sites listed in DTSCs comment letter is listed in the
EDR Report. This site, known as Freeway Auto Wreckers located at 1041 E. 6th Street, does not have any
reported violations.

Other Potential Hazards


Since the project site is already fully developed, it is possible that existing structures could contain
hazardous materials such as the following:

4.5-2

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.5 Hazards and Hazardous Materials

Asbestos
Asbestos, a naturally occurring fibrous material, was used in many building materials for fireproofing and
insulating properties before many of its most common construction-related uses were banned by the
EPA between the early 1970s and 1991 under the authority of the Clean Air Act (CAA) and the Toxic
Substances Control Act (TSCA). Loose insulation, ceiling panels, and brittle plaster are potential sources of
friable (easily crumbled) asbestos. Since inhalation of airborne asbestos fibers is the primary mode of
asbestos entry into the body, friable asbestos presents the greatest health threat. Nonfriable asbestos is
generally bound to other materials such that it does not become airborne under normal conditions. Any
activity that involves cutting, grinding, or drilling during demolition (especially demolition of older [pre1980] structures), or relocation of underground utilities, could result in the release of friable asbestos
fibers unless proper precautions are taken. Asbestos-related health problems include lung cancer and
asbestosis. Many of the structures located within the project site were constructed prior to 1980 and may
have been built with materials containing friable asbestos. Therefore, demolition of some of the existing
structures within the project site could result in the release of friable asbestos.

Lead
Lead is a naturally occurring metallic element. Among its numerous uses and sources, lead can be found
in paint, water pipes, solder in plumbing systems, and in soils around buildings and structures painted
with lead-based paint. Lead may also be found in upper layers of soil as a result of vehicle emissions prior
to the use of unleaded fuel. In 1978, the federal government required the reduction of lead in house paint
to less than 0.06 percent (600 parts per million). Because of its toxic properties, lead is regulated as a
hazardous material. Excessive exposure to lead can result in the accumulation of lead in the blood, soft
tissues, and bones. Children are particularly susceptible to potential lead-related health problems because
it is easily absorbed into developing systems and organs. Inspection, testing, and removal (abatement) of
lead-containing building materials must be performed by state-certified contractors who are required to
comply with applicable health and safety and hazardous materials regulations. Buildings that have been
constructed prior to 1978 and that contain lead-based paints could require abatement prior to
construction activities. Since many of the structures within the project site were constructed prior to this
time, it is likely that lead-based paint was used and abatement may be required if such structures are
targeted for future redevelopment under the proposed project.

Polychlorinated Biphenyls (PCB)


Polychlorinated Biphenyls (PCBs) have been widely used in transformer fluids and dielectrics. Due to
health impacts, the Environmental Protection Agency (EPA) banned some uses of PCBs in 1977 and
most production use in 1979. However, old transformers and other materials (e.g., capacitors and
hydraulic fluids) still in use or abandoned in place may contain PCBs. Fluorescent light ballasts
manufactured after 1979 should not contain PCBs and are required by law to contain a label that states
that no PCBs are present within the units. If older structures (pre-1979) are targeted for future
redevelopment under the proposed project, some could contain florescent light ballasts with PCBs.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.5-3

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Emergency Response
The Santa Ana Fire Department is responsible for hazardous materials incidents within the City, and they
maintain a constantly staffed Hazardous Materials Response Team (Haz-Mat Team) at Fire Station
No. 9. The Haz-Mat Team provides emergency response to any and all incidents, whether accidental or
intentional, involving hazardous materials within the City. The Haz-Mat team responds with six
personnel (two captains, two engineers, and two firefighters) and two pieces of apparatus. Through a
contractual agreement, they also respond as a mutual-aid resource throughout Orange County.

4.5.2

Regulatory Framework

A number of federal, state, and local laws have been enacted to regulate the management of hazardous
materials. Implementation of these laws and the management of hazardous materials are regulated
independently of the CEQA process through programs administered by various agencies at the federal,
state, and local levels.
State and federal laws require detailed planning to ensure that hazardous materials are properly handled,
used, stored, and disposed of, and, in the event that such materials are accidentally released, to prevent or
to mitigate injury to health or the environment.

Federal
Primary federal agencies with responsibility for hazardous materials management include the EPA,
Department of Labors OSHA, Department of Transportation (DOT), and Nuclear Regulatory
Commission (NRC). Major federal laws and issue areas include the following statutes (and regulations
promulgated there under):
Resources Conservation and Recovery Act (RCRA)hazardous waste management
Hazardous and Solid Waste Amendments Act (HSWA)hazardous waste management
Comprehensive Environmental Response, Compensation, and Liability Act (CERCLA)cleanup
of contamination
Superfund Amendments and Reauthorization Act (SARA)cleanup of contamination
Emergency Planning and Community Right-to-Know (SARA Title III)business inventories and
emergency response planning
The EPA is the primary federal agency responsible for the implementation and enforcement of
hazardous materials regulations. In most cases, enforcement of environmental laws and regulations
established at the federal level is delegated to State and local environmental regulatory agencies.
In addition, with respect to emergency planning, the Federal Emergency Management Agency (FEMA) is
responsible for ensuring the establishment and development of policies and programs for emergency
management at the federal, state, and local levels. This includes the development of a national capability
to mitigate against, prepare for, respond to, and recover from a full range of emergencies.

4.5-4

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.5 Hazards and Hazardous Materials

State
Primary state agencies with jurisdiction over hazardous chemical materials management are the DTSC
and the Regional Water Quality Control Board (RWQCB). Other state agencies involved in hazardous
materials management are the Department of Industrial Relations (state OSHA implementation), Office
of Emergency Services (OESCalifornia Accidental Release Prevention implementation), Department
of Fish and Game (DFG), Air Resources Board (ARB), Caltrans, State Office of Environmental Health
Hazard Assessment (OEHHAProposition 65 implementation) and California Integrated Waste
Management Board (CIWMB). The enforcement agencies for hazardous materials transportation
regulations are the CHP and Caltrans. Hazardous materials and waste transporters are responsible for
complying with all applicable packaging, labeling, and shipping regulations.
Hazardous chemical and biohazardous materials management laws in California include the following
statutes (and regulations promulgated there under):
Hazardous Materials Management Actbusiness plan reporting
Hazardous Waste Control Acthazardous waste management
Safe Drinking Water and Toxic Enforcement Act of 1986 (Proposition 65)releases of and exposure to
carcinogenic chemicals
Hazardous Substances Actcleanup of contamination
Hazardous Waste Management Planning and Facility Siting (Tanner Act)
Hazardous Materials Storage and Emergency Response
California Medical Waste Management Actmedical and biohazardous wastes
State regulations and agencies pertaining to hazardous materials management and worker safety which
are applicable to the City and proposed General Plan Update are described below.

California Environmental Protection Agency


The California EPA (Cal EPA) has broad jurisdiction over hazardous materials management in the State.
Within Cal EPA, the DTSC has primary regulatory responsibility for hazardous waste management and
cleanup. Enforcement of regulations has been delegated to local jurisdictions that enter into agreements
with DTSC for the generation, transport, and disposal of hazardous materials under the authority of the
Hazardous Waste Control Law.
Along with the DTSC, the RWQCB is responsible for implementing regulations pertaining to
management of soil and groundwater investigation and cleanup. RWQCB regulations are contained in
Title 27 of the California Code of Regulations (CCR). Additional state regulations applicable to
hazardous materials are contained in Title 22 of the CCR. Title 26 of the CCR is a compilation of those
sections or titles of the CCR that are applicable to hazardous materials.

Department of Toxic Substances Control


RCRA of 1976 is the principal federal law that regulates the generation, management, and transportation
of hazardous materials and other wastes.

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

The DTSC regulates hazardous waste in California primarily under the authority of the federal RCRA,
and the California Health and Safety Code. Other laws that affect hazardous waste are specific to
handling, storage, transportation, disposal, treatment, reduction, cleanup, and emergency planning. In
addition, DTSC reviews and monitors legislation to ensure that the position reflects the DTSCs goals.
From these laws, DTSCs major program areas develop regulations and consistent program policies and
procedures. The regulations spell out what those who handle hazardous waste must do to comply with
the laws. Under RCRA, DTSC has the authority to implement permitting, inspection, compliance, and
corrective action programs to ensure that people who manage hazardous waste follow State and federal
requirements. As such, the management of hazardous waste in the Transit Zoning Code (SD 84A and
SD 84B) area would be under regulation by the DTSC to ensure compliance with State and federal
requirements pertaining to hazardous waste.
California law provides the general framework for regulation of hazardous wastes by the Hazardous
Waste Control Law (HWCL) passed in 1972. DTSC is the States lead agency in implementing the
HWCL. The HWCL provides for State regulation of existing hazardous waste facilities, which include
any structure, other appurtenances, and improvements on the land, used for treatment, transfer, storage,
resource recovery, disposal, or recycling of hazardous wastes, and requires permits for, and inspections
of, facilities involved in generation and/or treatment, storage and disposal of hazardous wastes.

Tanner Act
Although there are numerous State policies dealing with hazardous waste materials, the most
comprehensive is the Tanner Act (AB 2948) that was adopted in 1986. The Tanner Act governs the
preparation of hazardous waste management plans and the siting of hazardous waste facilities in the State
of California. The act also mandates that each county adopt a Hazardous Waste Management Plan. To be
in compliance with the Tanner Act, local or regional hazardous waste management plans need to include
provisions that define (1) the planning process for waste management, (2) the permit process for new
and expanded facilities, and (3) the appeal process to the State available for certain local decision.

Hazardous Materials Management Plans


In January 1996, Cal EPA adopted regulations implementing a Unified Hazardous Waste and
Hazardous Materials Management Regulatory Program (Unified Program). The six program elements of
the Unified Program are hazardous waste generators and hazardous waste on-site treatment,
underground storage tanks, above-ground storage tanks, hazardous material release response plans and
inventories, risk management and prevention program, and Uniform Fire Code hazardous materials
management plans and inventories. The program is implemented at the local level by a local agencythe
Certified Unified Program Agency (CUPA). The CUPA is responsible for consolidating the
administration of the six program elements within its jurisdiction. The CUPA that has jurisdiction in the
City of Santa Ana is the Orange County CUPA.
State and federal laws require detailed planning to ensure that hazardous materials are properly handled,
used, stored, and disposed of, and, in the event that such materials are accidentally released, to prevent or
to mitigate injury to health or the environment. Californias Hazardous Materials Release Response Plans

4.5-6

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4.5 Hazards and Hazardous Materials

and Inventory Law, sometimes called the Business Plan Act, aims to minimize the potential for
accidents involving hazardous materials and to facilitate an appropriate response to possible hazardous
materials emergencies. The law requires businesses that use hazardous materials to provide inventories of
those materials to designated emergency response agencies, to illustrate on a diagram where the materials
are stored on site, to prepare an emergency response plan, and to train employees to use the materials
safely.

California Accidental Release Prevention Program (CalARP)


The CalARP program (CCR Title 19, Division 2, Chapter 4.5) covers certain businesses that store or
handle more than a certain volume of specific regulated substances at their facilities. The CalARP
program regulations became effective on January 1, 1997, and include the provisions of the Federal
Accidental Release Prevention program (Title 40, CFR Part 68) with certain additions specific to the
State pursuant to Article 2, Chapter 6.95, of the Health and Safety Code.
The list of regulated substances is found in Article 8, Section 2770.5 of the CalARP program regulations.
The businesses that use a regulated substance above the noted threshold quantity must implement an
accidental release prevention program, and some may be required to complete a Risk Management Plan
(RMP). An RMP is a detailed engineering analysis of the potential accident factors present at a business
and the mitigation measures that can be implemented to reduce this accident potential. The purpose of a
RMP is to decrease the risk of an off-site release of a regulated substance that might harm the
surrounding environment and community. An RMP includes the following components: safety
information, hazard review, operating procedures, training, maintenance, compliance audits, and incident
investigation. The RMP must consider the proximity to sensitive populations located in schools,
residential areas, general acute care hospitals, long-term health care facilities, and child day-care facilities,
and must also consider external events such as seismic activity.

Worker and Workplace Hazardous Materials Safety


Occupational safety standards exist in federal and State laws to minimize worker safety risks from both
physical and chemical hazards in the workplace. The California Division of Occupational Safety and
Health (Cal OSHA) is responsible for developing and enforcing workplace safety standards and assuring
worker safety in the handling and use of hazardous materials. Among other requirements, Cal OSHA
obligates many businesses to prepare Injury and Illness Prevention Plans and Chemical Hygiene Plans.
The Hazard Communication Standard requires that workers be informed of the hazards associated with
the materials they handle. For example, manufacturers are to appropriately label containers, Material
Safety Data Sheets are to be available in the workplace, and employers are to properly train workers.

Hazardous Materials Transportation


The California Highway Patrol (CHP) and California Department of Transportation (Caltrans) are the
enforcement agencies for hazardous materials transportation regulations. Transporters of hazardous
materials and waste are responsible for complying with all applicable packaging, labeling, and shipping

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

regulations. The Office of Emergency Services (OES) also provides emergency response services
involving hazardous materials incidents.

Investigation and Cleanup of Contaminated Sites


The oversight of hazardous materials release sites often involves several different agencies that may have
overlapping authority and jurisdiction. The DTSC and RWQCB are the two primary State agencies
responsible for issues pertaining to hazardous materials release sites. Air quality issues related to
remediation and construction at contaminated sites are also subject to federal and state laws and
regulations that are administered at the local level.
Investigation and remediation activities that would involve potential disturbance or release of hazardous
materials must comply with applicable federal, state, and local hazardous materials laws and regulations.
DTSC has developed standards for the investigation of sites where hazardous materials contamination
has been identified or could exist based on current or past uses. The standards identify approaches to
determine if a release of hazardous wastes/substances exists at a site and delineates the general extent of
contamination; estimates the potential threat to public health and/or the environment from the release
and provides an indicator of relative risk; determines if an expedited response action is require to reduce
an existing or potential threat; and completes preliminary project scoping activities to determine data
gaps and identifies possible remedial action strategies to form the basis for development of a site strategy.

State Aeronautics Act


The State Aeronautics Act is contained in the California Public Resources Code Section 21001, et seq. and
is established for several purposes, including encouraging development of private flying and general use
of air transportation, fostering and promoting safety in aeronautics, protecting residents in the vicinity of
an airport from unreasonable intrusions from airport noise, and establishing regulations for allowing the
conduct of aviation activities in a manner not inconsistent with the rights of others.
A key feature of this Act is the establishment of Airport Land Use Commissions (ALUCs) to promote
land use compatibility around airports. The Aeronautics Act gives ALUCs two principal responsibilities:
(1) ALUCs must prepare and adopt an airport land use compatibility plan based upon a long-range
airport master plan that reflects projected growth for twenty years, and (2) they must review the plans,
regulations, and other actions of local agencies and airport operators for consistency with that plan. As
discussed below under Local Regulations, the Orange County ALUC is responsible for the John Wayne
Airport (JWA.)

Local
Airport Environs Land Use Plan for John Wayne Airport
The airport land use compatibility plan adopted in December 2002 by the Orange County Airport Land
Use Commission (ALUC) is called the Airport Environs Land Use Plan for John Wayne Airport
(AELUP). The AELUP serves as a comprehensive land use plan for the orderly growth of each public
airport in Orange County and the area surrounding the airport.
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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.5 Hazards and Hazardous Materials

The proposed Transit Zoning Code (SD 84A and SD 84B) is not located within the Noise Impact Zone,
Clear Zone, or Height Restriction Zone for JWA. However, as identified by the ALUC, a height
restriction zone of 200 feet (above the ground level at a project site) overlays the entirety of Orange
County. Thus, even for projects that lie outside of the Clear or Accident Potential Zones and 60 dB
CNEL Contours, or other areas of special concern as delineated by the FAA and adopted by the ALUC,
local agencies are required to submit only those matters which contemplate structures that would
penetrate the imaginary surfaces as defined in Federal Aviation Regulations (FAR) Part 77.13
(Construction or alteration requiring notice), 77.25 (Civil airport imaginary surfaces), or 77.28 (Military
airport imaginary surfaces), which have been designated for each individual airport for height restriction.4
As such, any construction or alteration of more than 200 feet in height above the ground level at its site
requires filing with the FAA.5

General PlanPublic Safety Element


The Public Safety Element of the Citys General Plan serves as a long-range guide for the control and
reduction of potential risks associated with hazards and hazardous materials in the City. The following
goals and policies are directly applicable to hazards and hazardous materials risks associated with the
Transit Zoning Code (SD 84A and SD 84B):
Goals
1. Preserve a safe and secure environment for all Santa Ana residents and workers.
2. Minimize loss of life and property due to natural and man-made catastrophes.
Objectives
1.2 Effectively manage risks associated with earthquakes, floods, fires, and hazardous materials.
2.1 Maintain an effective emergency preparedness plan and program.
Implementation Policies
Assure acceptable levels of risk to people and property from construction and future uses of the
project area.
Consider maintenance of emergency preparedness programs as a high municipal investment
priority.

General PlanAirport Environs Element


Section 21675 of the California Public Utilities Code requires all counties and their Airport Land Use
Commissions to formulate a comprehensive land use plan for the surrounding areas. The Citys Airport
Environs Element (adopted December 18, 2008) outlines necessary steps and procedures specific to
development within the City of Santa Ana that need to be followed when proposing a structure that
would extend upwards in excess of a 100:1 slope of an imaginary surface extending outward 20,000 feet
4
5

AELUP, page 14.


FAR Section 77.13 (a)(1).

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4.5-9

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

from the nearest runway from John Wayne Airport. This element was developed as part of a resolution
with ALUC to promote consistency of the Citys General Plan with the AELUP. With its adoption the
City of Santa became a compliant local agency exempting it from further review by ALUC for general
plan amendments or zone changes that are outside of the AELUP planning area.

Santa Ana Municipal Code


Article 1 of Chapter 18 (Health and Sanitation) identifies the regulatory responsibility associated with
hazardous waste incidents in the City to the Santa Ana Fire Department.
Consistency Analysis
Future development projects in the Transit Zoning Code (SD 84A and SD 84B) area would not result in
land uses that would create a significant hazard to the public or the environment. Compliance with
applicable federal, state, and local laws and regulations would ensure that risks associated with hazards
and hazardous materials would be minimized to acceptable levels for future development. In addition, as
discussed below under Impacts and Mitigation Measures, mitigation measure MM4.5-6 would require the
City to update their Emergency Preparedness Plan to address changes in the emergency response for
accidental release of hazardous materials that may be used, stored, and/or transported at any new facility.
As such, future projects would not conflict with the applicable goals and policies of the Public Safety
Element of the Citys General Plan. Due to the fact that the City of Santa Ana is a compliant local agency
and that the project area is outside of the AELUP planning area, no further review by ALUC is required
for the proposed general plan amendment and zone change. Any individual projects constructed
pursuant to the Transit Zoning Code (SD 84A and SD 84B) that exceed 200 feet in height would be
required to have additional ALUC review.

4.5.3

Project Impacts and Mitigation

Analytic Method
The analysis in this section focuses on the generation, storage, use, disposal, transport, or management of
hazardous or potentially hazardous materials in the proposed Transit Zoning Code (SD 84A and
SD 84B) area and addresses the environmental conditions associated with past and present operations
conducted within the plan area. The environmental review of the Transit Zoning Code (SD 84A and
SD 84B) area was prepared using the regulatory database listings from the EDR Report. The listed
hazardous materials sites were analyzed to determine their potential to adversely affect new development
within the Transit Zoning Code (SD 84A and SD 84B) area. This section also analyzes the potential risks
associated with increased use, handling, transport, and/or disposal of hazardous materials that could
occur under future projects carried out under the proposed Transit Zoning Code (SD 84A and SD 84B) .
Construction impacts would generally result from demolition of existing (usually older) structures, as well
as from disturbance of potentially contaminated soils. Operational impacts would generally be associated
with the types of uses proposed and the types of materials those uses would include. In determining the
level of significance, the analysis assumes that construction and operation of the proposed project would

4.5-10

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.5 Hazards and Hazardous Materials

comply with relevant federal and State laws and regulations, as well as the City of Santa Ana Municipal
Code, General Plan and airport land use compatibility plan.

Thresholds of Significance
The following thresholds of significance are based on Appendix G of the 2009 CEQA Guidelines. For
purposes of this EIR, implementation of the Transit Zoning Code (SD 84A and SD 84B) may have a
significant adverse impact on hazards and hazardous materials if it would result in any of the following:
Create a significant hazard to the public or the environment through the routine transport, use, or
disposal of hazardous materials?
Create a significant hazard to the public or the environment through reasonably foreseeable upset
and accident conditions involving the release of hazardous materials into the environment?
Emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or
waste within one-quarter mile of an existing or proposed school?
Be located on a site which is included on a list of hazardous materials sites compiled pursuant to
Government Code Section 65962.5 and, as a result, create a significant hazard to the public or the
environment?
For a project located within an airport land use plan or, where such a plan has not been developed,
within 2 miles of a public airport or public use airport, result in a safety hazard for people residing
or working in the project area?
For a project within the vicinity of a private airstrip, would the project result in a safety hazard for
people residing or working in the project area?
Impair implementation of or physically interfere with an adopted emergency response plan or
emergency evacuation plan?
Expose people or structures to a significant risk of loss, injury, or death involving wildland fires,
including where wildlands are adjacent to urbanized areas or where residences are intermixed with
wildlands?

Effects Found to Have No Impact


Threshold

For a project within the vicinity of a private airstrip, would the project result in a
safety hazard for people residing or working in the project area?

A private airstrip/heliport is not known to be located within the Transit Zoning Code (SD 84A and
SD 84B) area, nor is the Transit Zoning Code (SD 84A and SD 84B) area located in close proximity to a
private airstrip/heliport. As a result, no related safety hazards for people residing or working in the
Transit Zoning Code (SD 84A and SD 84B) area would occur. Refer to Impact 4.5-5 for a discussion of
potential heliports within the Transit Zoning Code (SD 84A and SD 84B) area. Consequently, no further
analysis is required in this EIR.

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Threshold

Expose people or structures to a significant risk of loss, injury, or death involving


wildland fires, including where wildlands are adjacent to urbanized areas or
where residences are intermixed with wildlands?

The Transit Zoning Code (SD 84A and SD 84B) area is located in a dense urban environment and is
surrounded by existing development. There are no wildland areas, nor wildland interface areas located in
the vicinity. Consequently, no wildland fires would affect, or be affected by, implementation of the
proposed Transit Zoning Code (SD 84A and SD 84B) Therefore, no further analysis of wildland fires is
required in this EIR.

Effects Found to Be Less Than Significant


Threshold

Impact 4.5-1

Would the project create a significant hazard to the public or the environment
through the routine transport, use, or disposal of hazardous materials?

Long-term cumulative development occurring pursuant to the Transit


Zoning Code could involve the transportation, use, storage, and/or
disposal of hazardous materials, such as diesel exhaust; however,
implementation of existing regulations would reduce this impact to a lessthan-significant level.

Presently, the Transit Zoning Code (SD 84A and SD 84B) area is characterized by a wide variety of uses
such as civic, commercial, industrial and residential. Implementation of the proposed project would
divide the project area into nine distinct zones. While the mix of residential and retail uses that could be
developed under the proposed zoning is not expected to introduce any unusual hazardous materials to
the area, some hazardous materials would be used in varying amounts during construction and operation
of future development. These would consist mostly of typical household-type cleaning products as well
as maintenance products (e.g., paints, solvents, cleaning products, diesel). Additionally, grounds and
landscape maintenance within the development area could also use a wide variety of commercial
products formulated with hazardous materials, including fuels, cleaners and degreasers, solvents, paints,
lubricants, adhesives, sealers, and pesticides/herbicides. Specific uses allowed within the zones primarily
related to auto or motor vehicle services, industrial uses and laboratory testing must ensure that the use,
storage, transport and/or disposal of potentially hazardous materials follows all other regulatory
guidelines. One of the primary objectives of the Transit Zoning Code (SD 84A and SD 84B), however, is
the elimination or reduction of incompatible uses that expose sensitive receptors to hazardous materials.
Exposure of persons to hazardous materials could occur in the following manners: improper handling or
use of hazardous materials or hazardous wastes during construction or operation of future developments,
particularly by untrained personnel; transportation accident; environmentally unsound disposal methods;
or fire, explosion or other emergencies. The types and amounts of hazardous materials would vary
according to the nature of the activity. In some cases, it is the type of material that is potentially
hazardous; in others, it is the amount of hazardous material that could present a hazard.

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4.5 Hazards and Hazardous Materials

Existing hazardous materials regulations were established at the state level to ensure compliance with
federal regulations to reduce the risk to human health and the environment from the routine use of
hazardous substances. The Santa Ana Fire Department has the authority to inspect on-site uses and
enforce state and federal laws governing the storage, use, transport, and disposal of hazardous materials
and wastes. Any projects built within the Transit Zoning Code (SD 84A and SD 84B) area will be
required to comply with existing hazardous materials regulations, which are codified in Titles 17, 19, and
27 of the California Code of Regulations, and their enabling legislation set forth in Chapter 6.5 of the
California Health and Safety Code. In addition, all projects will be required to comply with all applicable
federal, state, and local laws and regulations pertaining to the transport, use, and disposal of hazardous
waste, including, Title 40, 42, 45, and 49 of the Code of Federal Regulations.
The potential impacts from transport, use, storage, and disposal of hazardous materials are each
discussed separately, below.

Transportation of Hazardous Materials


The USDOT Office of Hazardous Materials Safety prescribes strict regulations for the safe
transportation of hazardous materials, as described in Title 40, 42, 45, and 49 of the Code of Federal
Regulations, and implemented by Title 17, 19, and 27 of the CCR.
The transportation of hazardous materials can result in accidental spills, leaks, toxic releases, fire, or
explosion. The precise increase in the amount of hazardous materials transported to or from the project
area as a result of implementation of the Transit Zoning Code (SD 84A and SD 84B) cannot be
definitively predicted for future projects since detailed descriptions of potential development projects are
not yet available. The Developer proposal will construct approximately 220 new residential units, new
public open space, and new commercial space. The Developer project is not anticipated to be a source of
hazardous materials transportation. It is possible that future potential uses, excluding the Developer
project, could result in some hazardous materials being brought to and from the Transit Zoning Code
(SD 84A and SD 84B) area; however, appropriate documentation for all hazardous waste that is
transported in connection with project-site activities would be provided as required for compliance with
the existing hazardous materials regulations described above. Adherence to these regulations, which
requires compliance with all applicable federal and State laws related to the transportation of hazardous
materials, would reduce the likelihood and severity of accidents during transit, thereby ensuring that a
less-than-significant impact would occur.

Hazardous Materials Use and Storage


As described in Section 4.5.3 (Regulatory Framework), businesses are required to comply with health,
safety, and environmental protection laws and regulations. To accomplish this, and to otherwise provide
a safe and healthy environment, businesses that use hazardous materials must implement health and
safety policies and procedures. In addition, future projects within the Transit Zoning Code (SD 84A and
SD 84B) area will be required to conform with environmental regulations related to new construction
and hazardous materials storage, use, and transport.

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

For those employees who would work with hazardous materials (to the extent that there are any), the
amount of hazardous materials that are handled at any one time are generally small given the type of land
uses allowed within the Transit Zoning Code (SD 84A and SD 84B) area (office, residential, auto repair,
medical office, etc.), thus reducing the potential consequences of an accident during handling. Further,
proposed future projects would be required to comply with federal and State laws to eliminate or reduce
the consequence of hazardous materials accidents. For example, employees who would work around
hazardous materials would be required to wear appropriate protective equipment and safety equipment,
which is routinely available in all areas where hazardous materials are used. Therefore, the risk of upset
from hazardous materials handling would be less than significant.
Hazardous materials are required to be stored in specific areas designed to prevent accidental release to
the environment. California Building Code (CBC) requirements prescribe safe accommodations for
materials that present a moderate explosion hazard, high fire or physical hazard, or health hazards.
Compliance with all applicable federal and State laws related to the storage of hazardous materials, as
required by existing hazardous materials regulations, would be implemented to maximize containment
(through safe handling and storage practices described above) and to provide for prompt and effective
cleanup if an accidental release occurs, thereby ensuring that a less-than-significant impact would occur.
In general, enforced compliance with existing hazardous materials regulations would reduce the risk from
the use and storage of hazardous materials to a less-than-significant level.

Disposal of Hazardous Waste


Operations at future projects within the Transit Zoning Code (SD 84A and SD 84B) area are not
anticipated to require the handling of any hazardous or other materials that would result in production of
large amounts of hazardous waste. Federal, state, and local regulations govern the disposal of wastes
identified as hazardous, which could be produced at future development sites. Asbestos, lead, or other
hazardous material encountered during demolition or construction activities would be disposed of in
compliance with all applicable regulations for the handling of such waste. Therefore, there would be a
less-than-significant impact from the proposed Transit Zoning Code (SD 84A and SD 84B) with
regard to disposal of hazardous waste.
The enforcement of existing hazardous materials regulations would ensure that this impact is less than
significant by requiring compliance with applicable laws and regulations that would reduce the risk of
hazardous materials use, transportation, and disposal through the implementation of established safety
practices, procedures, and reporting requirements.
Existing hazardous materials regulations must be implemented by employers/businesses, as appropriate,
and are monitored by State (e.g., OSHA in the workplace or DTSC for hazardous waste) and local
jurisdictions (e.g., the SAFD). Adherence to existing hazardous materials regulations would ensure
compliance with existing safety standards related to hazardous materials, and the safety procedures
mandated by applicable federal, state, and local laws and regulations (RCRA, California Hazardous Waste
Control Law, and principles prescribed by the California Department of Health Services, Centers for
Disease Control and Prevention, and National Institutes of Health) would ensure that risks resulting
from the routine use, storage, transport or disposal of hazardous materials, or hazardous wastes

4.5-14

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.5 Hazards and Hazardous Materials

associated with construction and implementation of future development projects within in the Transit
Zoning Code (SD 84A and SD 84B) area, are less than significant.
Threshold

Impact 4.5-2

Would the project create a significant hazard to the public or the environment
through reasonably foreseeable upset and accident conditions involving the
release of hazardous materials into the environment?

Construction activities associated with implementation of the proposed


Transit Zoning Code (SD 84A and SD 84B) could result in the release of
hazardous materials to the environment through reasonably foreseeable
upset and accident conditions. Compliance with existing regulations and
implementation of mitigation measures MM4.5-1 and MM4.5-2 would
ensure that this impact would be reduced to a less-than-significant level.

The future development projects proposed under the Transit Zoning Code (SD 84A and SD 84B) could
include the use, storage, transport and disposal of hazardous materials during construction as discussed
above under Impact 4.5-1. Some chemicals can pose physical hazards (e.g., chemical burns) or health
hazards (e.g., poisoning), including potential acute or chronic illnesses. The properties and health effects
of different chemicals are unique to each chemical and depend on the extent to which an individual is
exposed. The extent and exposure of individuals to hazardous materials would be limited by the
quantities of these materials that would be stored and used on a specific project site.
The project-related effects of hazardous materials handling and storage would generally be limited to the
immediate areas where materials would be located, because this is where exposure would be most likely.
Exposure at more distant locations would require some mechanism, like wind, to transport the material
to the location. Best management practices (BMPs) during construction activities and adherence to
applicable regulations regarding hazardous materials management (i.e., laws required to ensure hazardous
materials are properly handled, used, stored, and disposed of) would reduce impacts, associated with
future development projects, to individuals located outside of the Transit Zoning Code (SD 84A and
SD 84B) area to less-than-significant levels. This reduction of potential impacts would be ensured
through existing hazardous materials regulations. For this reason, the individuals most at risk would be
residents, employees, or others in the immediate vicinity of the hazardous materials that may be used at
future project sites within the Transit Zoning Code (SD 84A and SD 84B) area. The routes through
which these individuals could be exposed include inhalation, ingestion, and other contact.

Existing Contaminated Sites


Another potential hazard to construction workers and the public could involve construction activities on
existing sites that may potentially be contaminated. Existing sites that may potentially contain hazardous
materials in the Transit Zoning Code (SD 84A and SD 84B) area include the 209 sites that are identified
in Appendix E, which includes a range of sites with a variety of potential sources of contamination,
including empty containers, waste oil tanks, other forms of chemical waste, and gas stations. However,
any new development occurring on these documented hazardous materials sites would have to be
preceded by remediation and cleanup under the supervision of the DTSC before construction activities
could begin, if such actions have not already occurred. In addition, the demolition of existing structures

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.5-15

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

built prior to 1980, for the proposed development as well as future construction projects, may contain
asbestos, lead, or PCBs.
In order to address the potential for encountering contamination within the Transit Zoning Code
(SD 84A and SD 84B), mitigation measures MM4.5-1, MM4.5-2, MM4.5-3 would minimize the potential
risk of contamination by implementing investigation and remediation efforts at future development sites.
As such, the potential impacts associated with unknown contamination would be reduced to a less-thansignificant level.
MM4.5-1

When sites that are listed in the EDR Report initiate project development, the project applicant shall
prepare a Phase I ESA for the proposed site. The Phase I ESA shall be prepared in accordance with
ASTM E-1527-05 Standard Practice for Environmental Site Assessments: Phase I
Environmental Site Assessment Process (November 1, 2006). The purpose of a Phase I ESA is to
identify environmental conditions at a proposed project site that may suggest environmental
contamination. The Phase I ESA report shall be prepared by a CA EPA Registered
Environmental Assessor or similarly qualified individual prior to initiating any construction activities
at the site.
If recommended in the Phase I ESA, the project sponsor shall undertake (or require the responsible
party to undertake) a Phase II ESA soil sampling plan; or if any environmental contamination is
identified by the Phase I ESA, the project sponsor shall implement (or require the responsible party to
implement) the recommendations of the report to further investigate and to remove any soil
contamination.

MM4.5-2

In the event that previously unknown or unidentified soil and/or groundwater contamination that
could present a threat to human health or the environment is encountered during construction in the
Transit Zoning Code (SD 84A and SD 84B) area, construction activities in the immediate vicinity
of the contamination shall cease immediately. If contamination is encountered, a Risk Management
Plan shall be prepared and implemented that (1) identifies the contaminants of concern and the
potential risk each contaminant would pose to human health and the environment during construction
and post-development and (2) describes measures to be taken to protect workers, and the public from
exposure to potential site hazards. Such measures could include a range of options, including, but not
limited to, physical site controls during construction, remediation, long-term monitoring, postdevelopment maintenance or access limitations, or some combination thereof. Depending on the nature
of contamination, if any, appropriate agencies shall be notified (e.g., Santa Ana Fire Department). If
needed, a Site Health and Safety Plan that meets Occupational Safety and Health Administration
requirements shall be prepared and in place prior to commencement of work in any contaminated area.

MM4.5-3

Prior to the demolition of structures that were constructed before 1980, a thorough investigation shall
be completed to determine if asbestos, lead, or PCBs exist on the site. All demolition that could result
in the release of lead and/or asbestos must be conducted according to Cal/OSHA standards.

As described in the Section 4.5.3 (Regulatory Framework), businesses are required to comply with health
and safety and environmental protection laws and regulations. The plan must include a Material Safety
Data Sheet (MSDS) for each hazardous material used or stored on site. To accomplish this, and to
otherwise provide a safe and healthy environment, businesses that use hazardous materials must
implement health and safety policies and procedures. In addition, future projects within the Transit

4.5-16

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.5 Hazards and Hazardous Materials

Zoning Code (SD 84A and SD 84B) area will be required to conform with environmental regulations
related to new construction and hazardous materials storage, use, and transport. As discussed under
Impact 4.5-1, there would be a less-than-significant impact to the public or environment through the
routine transport, use, storage, or disposal of hazardous materials associated with future development
projects in the Transit Zoning Code (SD 84A and SD 84B) area.
Existing hazardous materials regulations would minimize the potential for exposure to adverse health or
safety effects. Therefore, projects resulting from the proposed Transit Zoning Code (SD 84A and
SD 84B) would not involve the use of materials in a manner that poses any substantial hazards to people,
or to animal or plant populations. The proposed project would result in a less-than-significant
environmental impact related to the upset and accidental release of hazardous materials into the
environment.
Threshold

Impact 4.5-3

Emit hazardous emissions or handle hazardous or acutely hazardous materials,


substances, or waste within one-quarter mile of an existing or proposed school?

Construction activities associated with the implementation of the Transit


Zoning Code could result in the handling of hazardous materials,
substances, or waste within one-quarter mile of an existing school.
Compliance with existing regulations would ensure this impact would be
less than significant.

There are two Santa Ana Unified School District facilities located within the proposed Transit Zoning
Code (SD 84A and SD 84B) area. These include Garfield Elementary School and the Phoenix House.
There are an additional six private schools within the Transit Zoning Code (SD 84A and SD 84B) area,
as well as eight Santa Ana Unified School District facilities within one-quarter mile of the proposed
Transit Zoning Code (SD 84A and SD 84B) area. As stated below, future proposed projects could handle
and/or store potentially hazardous materials within the Transit Zoning Code (SD 84A and SD 84B) area;
however, the types of hazardous materials anticipated are limited to regulated types and quantities.
Construction activities would necessarily involve the utilization of diesel-powered trucks and equipment,
which result in diesel emissions that have been determined to be health hazards. Compliance with all
applicable local, State, and federal laws, and regulations, as described in Section 4.5.3 (Regulatory
Framework), regulate, control, or respond to hazardous waste, transport, disposal, or clean-up in order to
ensure that hazardous materials do not pose a significant risk to nearby receptors. If ground
contamination is found within close proximity to one or more of the above locations before or during
construction, further mitigation measures MM4.5-1 and MM4.5-2 must be followed to ensure the health
and safety of all students. For these reasons, the proposed Transit Zoning Code (SD 84A and SD 84B)
would result in a less-than-significant environmental impact related to the emission or handling of
hazardous materials within the vicinity of schools.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.5-17

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Threshold

Impact 4.5-4

Be located on a site which is included on a list of hazardous materials sites


compiled pursuant to Government Code Section 65962.5 and, as a result, would it
create a significant hazard to the public or the environment

The Transit Zoning Code (SD 84A and SD 84B) includes sites which are
included on a list of hazardous materials sites and as a result, could create
a significant hazard to the public or environment. Implementation of
mitigation measures MM4.5-2 and MM4.5-3 would ensure this impact
would be reduced to a less-than-significant level.

As shown in the EDR Report (Appendix E), the Transit Zoning Code (SD 84A and SD 84B) area
contains sites that have been identified on various regulatory databases as being contaminated from the
release of hazardous substances in the soil, including underground storage tanks and small-quantity
generators of hazardous waste. Implementation of the proposed project could lead to development of
these sites. As discussed under Impact 4.5-3, development of these sites would be required to undergo
remediation and cleanup before construction activities can begin. If contamination at any specific project
site were to exceed regulatory action levels, the proponent would be required to undertake remediation
procedures prior to grading and development under the supervision of appropriate regulatory oversight
agencies (e.g., Santa Ana Fire Department, Orange County Environmental Health Division, Department
of Toxic Substances Control, or Regional Water Quality Control Board), depending on the nature of any
identified contamination. Thus, implementation of mitigation measures MM4.5-1 and MM4.5-2, above,
would ensure that contaminated sites undergo remediation activities prior to development activities.
Consequently, if future development under the Transit Zoning Code (SD 84A and SD 84B) is located on
a site that is included on a list of hazardous materials sites, remediation would ensure that this impact
would be reduced to a less-than-significant level.
Threshold

Impact 4.5-5

For a project located within an airport land use plan or, where such a plan has
not been adopted, within 2 miles of public airport or public use airport, would the
project result in a safety hazard for people residing or working in the project area?

Construction activities associated with the implementation of the Transit


Zoning Code could result in a safety hazard for people residing or working
in the project area. Implementation of mitigation measure MM4.5-4 would
reduce this impact to a less-than-significant level.

JWA is the nearest public airport located approximately 6 miles south of the Transit Zoning Code
(SD 84A and SD 84B) area. As discussed previously under Regulatory Framework, the Transit Zoning
Code (SD 84A and SD 84B) area is located within a height restriction of 200 feet that overlays the
entirety of Orange County. Because new buildings constructed within the Government Center (GCD)
District and Transit Village (TV) Zone could exceed 200 feet in height, any such buildings (over 200 feet
in height) would subsequently fall within the Airport Planning Area for JWA. Therefore, any
construction or alteration of more than 200 feet in height above the ground level at a project site requires
filing with the FAA. Projects meeting this threshold must comply with procedures provided by Federal
and State law, including filing a Notice of Proposed Construction or Alteration (FAA Form 7460-1).
Specifically, filing the FAA Form 7460-1 would be required for any proposed structure that would be

4.5-18

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.5 Hazards and Hazardous Materials

greater than 200 feet in height, at which time FAA would conduct an aeronautical study to determine if
the structure would have an adverse effect on the airport or on aeronautical operations.6 Subsequent to
the findings of the FAA aeronautical study, the project would be subject to ALUC consistency review.
As mentioned previously, development in the Transit Village (TV) Zone and the Government Center
(GCD) District under the proposed Transit Zoning Code (SD 84A and SD 84B) could involve structures
that exceed 200 feet in height. Development in the other seven zones contained in the Transit Zoning
Code (SD 84A and SD 84B) would be more restricted in height limitations and would not be expected to
exceed ten stories (only allowed in limited locations within the Downtown (DT) Zone) in height. With
the exception of the Developer project, details of specific development projects the Transit Zoning Code
are presently unknown, however future developments may be proposed that are greater than 200 feet in
height. As proposed, the buildings within the Developer project would reach no more than a maximum
height of 60 feet.
Additionally, it is possible that during the temporary construction period of projects in the Transit
Zoning Code (SD 84A and SD 84B) area, cranes could be used for a limited time to affix the floors and
other appurtenances. The FAA recognizes that construction of structures normally requires the use of
temporary construction equipment that is of a greater height than the proposed structure.
Therefore, because future development could exceed 200 feet in height in the Government Center
(GCD) District and the Transit Village (TV) Zone, this would be considered a potentially significant
impact. Thus, implementation of mitigation measure MM4.5-4 would be required for future development
that could exceed 200 feet in height, which would require FAA approval to be obtained to ensure that
construction and operation of future projects do not present a hazard to air navigation.
MM4.5-4

For development of structures that exceed 200 feet in height above ground level at a development site,
applicants shall file a Notice of Proposed Construction or Alteration with the FAA (FAA Form
7460-1). Following the FAAs nautical evaluation of the project, projects must comply with
conditions of approval imposed or recommended by the FAA. Subsequent to the FAA findings, the
project shall be reviewed by the ALUC for consistency analysis.

In addition, due to the fact that buildings within the Transit Village (TV) Zone may exceed 200 feet in
height, the City would notify the ALUC and the FAA per Public Utilities Code (PUC) Section 21676(b)
and the AELUP. Coupled with implementation of mitigation measure MM4.5-4, future development in
the Transit Zoning Code (SD 84A and SD 84B) area, which is located within 2 miles of JWA, would not
result in a safety hazard for people residing or working in the project area. This impact would be reduced
to a less-than-significant level.

Heliports
Presently, heliports are not proposed within the Transit Zoning Code (SD 84A and SD 84B) area. Due to
the potential for an increase in residential uses within the Transit Zoning Code (SD 84A and SD 84B)
area, it is assumed that heliports would be discouraged for future development because of noise and
6

AELUP, page 14.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.5-19

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

other safety issues. However, should heliports be proposed in the future within the Transit Zoning Code
(SD 84A and SD 84B) area, such developments would be required to be submitted through the City to
the ALUC for review and action (pursuant to Public Utilities Code Section 2166.5). While not
anticipated, any future heliport projects must comply with the state permit procedure provided by law
and with conditions of approval imposed or recommended by the FAA, ALUC for Orange County, and
by Caltrans Division of Aeronautics. As such, this impact would be less than significant.
Threshold

Impact 4.5-6

Impair implementation of or physically interfere with an adopted emergency


response plan or emergency evacuation plan?

The Transit Zoning Code could impair the implementation of, or


physically interfere with, an adopted emergency response plan or
emergency evacuation plan resulting in a significant impact.
Implementation of mitigation measures MM4.5-5 through MM4.5-8 would
ensure this potentially significant impact would be reduced to a less-thansignificant level.

Construction of future development within the Transit Zoning Code (SD 84A and SD 84B) area could
result in short-term temporary impacts on street traffic adjacent to the proposed site during construction
activities due to roadway improvements and potential extension of construction activities into the rightof-way. This could result in a reduction in the number of lanes or temporary closure of certain street
segments. Any such impacts would be limited to the construction period and would affect only adjacent
streets or intersection. However, mitigation measures MM4.5-5 and MM4.5-6 would be required to
ensure that temporary street closures would not affect emergency access in the vicinity of future
developments.
Operation of the various residential uses and businesses or facilities developed as part of the Transit
Zoning Code (SD 84A and SD 84B) could increase traffic on roads or modify existing transportation
routes and could interfere with the response times of emergency vehicles, which would be potentially
significant in the case of a hazardous material spill. Implementation of mitigation measure MM4.5-7
would require the City to update their Emergency Preparedness Plan to address changes in the
emergency response for accidental release of hazardous materials that may be used, stored, and/or
transported at any new facility. Furthermore, the haulers and users of hazardous materials would be
required to register with the Santa Ana Fire Department and would be regulated and monitored under
the auspices of the City of Santa Ana.
MM4.5-5

4.5-20

Prior to initiation of construction activities, any development within the Transit Zoning Code
(SD 84A and SD 84B) Area shall have a completed traffic control plan, prepared by the project
proponent that will be implemented during construction activities. This may include, but is not limited
to, the maintenance of at least one unobstructed lane in both directions on surrounding roadways. At
any time if only a single lane is available, the developer shall provide a temporary traffic signal, signal
carriers (i.e., flagpersons), or other appropriate traffic controls to allow travel in both directions. If
construction activities require the complete closure of a roadway segment, the developer shall provide
appropriate signage indicating alternative routes.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.5 Hazards and Hazardous Materials

MM4.5-6

The City Public Works Department shall consult with the Santa Ana Police Department and the
Santa Ana Fire Department to disclose temporary closures and alternative travel routes in order to
ensure adequate access for emergency vehicles when construction of future projects would result in
temporary land or roadway closures.

MM4.5-7

The Santa Ana Fire Department, in consultation with other applicable City Departments (e.g.,
Police), shall update their Emergency Preparedness Plan prior to occupancy of the first project
developed under the Renaissance Transit Zoning Code (SD 84A and SD 84B), to address the
potential for the accidental release of hazardous materials that may be used, stored, and/or
transported in association with operation of project implementation.

MM4.5-8

Project applicants shall submit evacuation plans on a project by project basis that shall be reviewed
and approved by the City Police and Fire Departments.

With implementation of mitigation measures MM4.5-5 through MM4.5-8, the proposed project would
not interfere with any emergency response or emergency evacuation plans and this impact would be less
than significant.

4.5.4

Cumulative Impacts

A cumulative impact analysis is only provided for those thresholds that result in a less than significant,
potentially significant, or significant and unavoidable impact. A cumulative impact analysis is not
provided for Effects Found Not to Be Significant, which result in no project-related impacts.
The geographic context for the cumulative analysis of hazards and hazardous materials is Orange
County, based on the geographic area that could be affected by hazardous materials use or accidental
release into the environment. The cumulative context for the hazards analysis includes future
development under the proposed project, in combination with the development projects listed in the
Cumulative Projects list identified in Chapter 3 of this EIR and development of other unrelated projects
in Orange County.
Cumulative development within Santa Ana and Orange County would include some industrial and
commercial uses, which could involve the use of greater quantities and variety of hazardous products.
Commercial, office, retail, and residential development in the area would also increase the use of
household-type hazardous materials within the area. Hazardous materials use, storage, disposal, and
transport could result in a foreseeable number of spills and accidents. New development in the County
would be subject to hazardous materials regulations codified in Titles 8, 22, and 26 of the CCR.
Furthermore, all construction and demolition activities in the County would be subject to Cal OSHA
regulations concerning the release of hazardous materials. Compliance with all federal, state, and local
regulations during the construction and operation of new developments in the County would ensure that
there are no cumulatively considerable significant hazards to the public or the environment associated
the routine transportation, use, disposal, or release of hazardous materials. Similarly, future development
within the Transit Zoning Code (SD 84A and SD 84B) area would comply with applicable regulations,
which would ensure that the project would not have a cumulatively considerable contribution to this
effect.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.5-21

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Future projects in the City and County would be regulated to ensure that either new development would
not occur on hazardous materials sites, and impacts would be mitigated by appropriate remediation, or
that the development would result in no cumulative effects. Mitigation measures identified for the
Transit Zoning Code (SD 84A and SD 84B) would ensure that appropriate site investigation and
remediation would occur on sites prior to development. This would ensure that development within the
Transit Zoning Code (SD 84A and SD 84B) area would not make a cumulatively considerable
contribution to impacts resulting from development on hazardous materials sites, and the impact would
therefore be less than significant.
Construction and demolition activities associated with the Transit Zoning Code (SD 84A and SD 84B)
and other projects in the county could expose schools to hazardous emissions. Various regulations and
guidelines pertaining to abatement of, and protection from, exposure to asbestos and lead have been
adopted for demolition activities, and would apply to all new development in the County. All demolition
that could result in the release of lead and/or asbestos must be conducted according to Cal OSHA
standards. Compliance with existing regulations would ensure that schools and the general public would
not be exposed to any unusual or excessive risks related to hazardous materials during construction and
demolition activities. Therefore, the cumulative impacts associated with the exposure of schools to
hazardous emissions would be less than significant. Compliance with existing regulations would similarly
ensure that future development within the Transit Zoning Code (SD 84A and SD 84B) would have a
less-than-significant impact associated with the handling of hazardous materials within proximity to
schools sites. Therefore, the proposed project would not make a cumulatively considerable contribution
to this effect and cumulative impacts would be less than significant.
The proposed project in combination with development of other projects in the County could result in
an increase in traffic on roads and could interfere with the response times of emergency vehicles. A
mitigation measure implemented as part of the proposed project would require the City to update their
Emergency Preparedness Plan to address the potential for accidental release of hazardous materials that
may be used, stored, and/or transported at any new facility. This mitigation measure would ensure that
interference with emergency response plans or emergency evacuation plans would not be cumulatively
considerable and therefore, less than significant. Mitigation measures identified for the proposed
project would ensure that the project would have a less than significant contribution to this cumulative
impact.

4.5.5

References

EDR. 2007. EDR Data Map Area Study for the Santa Ana Renaissance Plan, July 26.
Orange County Airport Land Use Commission. 2002. Airport Environs Land Use Plan for John Wayne
Airport, December.
Santa Ana, City of. 2008. Airport Environs Element. Santa Ana General Plan.
Santa Ana City Fire Department. 2006. http://www.santa-ana.org/fire/default.asp (accessed July 17,
2007).

4.5-22

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6 Hydrology and Water Quality

4.6

HYDROLOGY AND WATER QUALITY

This EIR section examines whether implementation of the proposed Transit Zoning Code (SD 84A and
SD 84B) would alter the existing drainage patterns in the project area, increase the rate or amount of
polluted urban runoff, exceed the capacity of existing or planned storm drainage systems, or otherwise
adversely impact hydrology or water quality. Data used to prepare this section was taken from the City of
Santa Anas (City) General Plan. Two comment letters associated with hydrology and water quality were
received in response to the IS/NOP for the proposed project.

4.6.1

Environmental Setting

Regional Hydrology
The City of Santa Ana (City) is located within the Santa Ana River Basin (SARB), a 2,800-square-mile
area located roughly between Los Angeles and San Diego. The SARB is a group of connected inland
basins and open coastal basins drained by surface streams flowing generally southwestward to the Pacific
Ocean. The SARB can be divided into an upper basin and a lower basin by the Prado flood control dam,
which is located at the upper end of the Lower Santa Ana River Canyon. The dam is located on the Santa
Ana River in Riverside County, approximately 2 miles west of the City of Corona. The lower Santa Ana
River has been channelized and modified so that in most years flows do not reach the Pacific Ocean but
are used to recharge groundwater.
The Transit Zoning Code (SD 84A and SD 84B) area is located within the San Diego Creek Watershed,
which covers 112.2 square miles in central Orange County. It includes portions of the cities of Costa
Mesa, Irvine, Laguna Woods, Lake Forest, Newport Beach, Orange, Santa Ana, and Tustin. The existing
storm drain system adjacent to and serving the project is the San Diego Creek. Its main tributary, San
Diego Creek, drains into Upper Newport Bay. Smaller tributaries include Serrano Creek, Borrego
Canyon Wash, Agua Chinon Wash, Bee Canyon Wash, Peters Canyon Wash, Sand Canyon Wash, Bonita
Canyon Creek, and the Santa Ana Delhi Channel. The Santa Ana Regional Water Quality Control Board
(RWQCB) has identified Newport Bay as impaired by nutrients, sediment, pathogens, pesticides, metals,
and priority organics. The United States Environmental Protection Agency, Region IX established Total
Maximum Daily Loads (TMDLs) for nutrients (nitrogen and phosphorus) and sediments for the San
Diego Creek/Newport Bay watershed. In addition, it is generally recognized that Newport Bay is
significantly impaired by trash.

Drainage
Areawide Drainage Facilities
The Orange County Flood Control District (OCFCD) is responsible for the design, construction,
operation, and maintenance of regional flood control facilities. The County flood channels are
maintained annually, and maintenance includes debris and vegetation removal. The existing storm
drainage channels were originally designed to accommodate 25-year flood events or less. However, when
City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6-1

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

the channels were constructed, they were built to accommodate 65 percent of the 25-year flood event.
The channels were built with restrictive channel bottoms, which reduce the amount of water the channel
could carry, but which slow the flow rate of runoff water while still enabling the system to remove runoff
water. The County now uses 100-year flood event standards for new storm drain construction and
drainage improvements, and portions of the channels have been improved to accommodate up to a 100year storm event.

Local Drainage
As discussed in the Citys General Plan, the City of Santa Ana is fully urbanized and there are few areas
that have not been modified due to historic development. As a result, the hydrologic characteristics of
the City largely reflect past efforts to facilitate drainage and to eliminate any recurring problems with
flooding and ponding. The City maintains approximately 1,600 storm drain inlets and 34,000 linear feet
of open channels that transport urban runoff generated from nonpoint sources within the City. Runoff
transported by these drainage facilities discharges to the Lower Santa Ana River, Newport Bay, and Bolsa
Chica water bodies.7 Major drainage features in the City include the Santa Ana River and Santiago Creek.
Within the Transit Zoning Code (SD 84A and SD 84B) area, there are several existing storm drainage
lines. These include:
24-inch line that runs north/south along Ross Street
21- to 33-inch line that runs east/west along Third Street between Ross Street and Bush Street
18-inch line that runs west/east along Civic Center Drive between Bush Street and Spurgeon
Street
33-inch line that extends north/south along Spurgeon Street from north of Civic Center Drive,
then east along Santa Ana Boulevard, and south along French Street to Third Street
24- to 39- inch line that extends from Spurgeon Street to Minter Street along Third Street
27-inch line that runs east/west from Poinsettia Street to Lacy Street along Santa Ana Boulevard
21- to 27- inch line that runs along the southern boundary of the Transit Zoning Code (SD 84A
and SD 84B) Additional to the storm drainage lines, there are several existing sewer lines within
the Transit Zoning Code (SD 84A and SD 84B) area. These include:
6- to 12-inch line that runs north/south along Grand Avenue
8- to 12-inch line that extends along Poinsettia Street between Wellington Avenue and Sixth Street
6-inch line that extends east/west along Washington Avenue at the northern end of the project
6- to 8-inch line that extends north/south along French Street between Washington Avenue and
Fourth Street
6-inch lines that run north/south along Garfield Street, Lacy Street, and Minter Street north of
Civic Center Drive
6- to 15-inch lines that run east/west along First Street to Sixth Street
7

CDM, City of Santa Ana: GIS Integrated for Drainage Facility Inventory and Analysis, 2005.

4.6-2

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6 Hydrology and Water Quality

Manholes and catch basins are located throughout the Transit Zoning Code (SD 84A and SD 84B)
area
Santa Ana River
The Santa Ana River is the major drainage channel that flows through the City, and many of the major
storm drains are connected (directly or indirectly) to the River. Water flows in a general southwest
direction from Prado Reservoir, through the City of Santa Ana and into the Pacific Ocean between
Huntington Beach and Costa Mesa. The Santa Ana Rivers drainage basin covers over 3,200 square miles.
The River reaches the City near the I-5 Freeway, traveling along the Citys northwestern edge. Near
Garden Grove Boulevard, the River enters into a western portion of the City at Harbor Boulevard. From
there, the River follows the Citys southwestern boundary.
In order to increase levels of flood protection along the River, the Santa Ana River Mainstem Project
began in 1989 and is scheduled for completion in 2010. The proposed improvements to the system cover
75 miles, from the headwater of Santa Ana River east of the city of San Bernardino, to the mouth of the
river at the Pacific Ocean between the cities of Newport Beach and Huntington Beach. The project
includes seven independent features: Seven Oaks Dam, Mill Creek Levee, San Timoteo Creek, Oak Street
Drain, Prado Dam, Santiago Creek, and Lower Santa Ana River.
Santiago Creek
Santiago Creek is the main tributary to the Santa Ana River. The creek joins the Santa Ana River just
south of Garden Grove Boulevard. Improvements to the Santiago Creek Channel included a trapezoidal
riprap channel to prevent erosion and to protect surrounding residential neighborhoods. Santiago Creek
is one of the last remaining unchannelized drainage areas in the City.

Surface Water Quality


Urban runoff (both dry and wet weather) discharges into storm drains and, in most cases, flows directly
to creeks, rivers, lakes, and the ocean. Polluted runoff can have harmful effects on drinking water,
recreational water, and wildlife. Urban runoff pollutants include a wide array of environmental, chemical,
and biological compounds from both point and nonpoint sources. In the urban environment, stormwater
characteristics depend on site conditions (e.g., land use, perviousness, pollution prevention, types and
amounts of Best Management Practices [BMPs]), rain events (duration, amount of rainfall, intensity, and
time between events), soil type and particle sizes, multiple chemical conditions, the amount of vehicular
traffic, and atmospheric deposition (EPA, 2000). Major pollutants typically found in runoff from urban
areas such as the City include sediment, nutrients, oxygen-demanding substances, heavy metals,
petroleum hydrocarbons, pathogenic, and bacteria.8
Urban runoff can be divided into two categories:
Dry weather urban runoff occurs when there is no precipitation-generated runoff. Typical sources
include landscape irrigation runoff; driveway and sidewalk washing; noncommercial vehicle
8

CDM, City of Santa Ana: GIS Integrated for Drainage Facility Inventory and Analysis, 2005.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6-3

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

washing; groundwater seepage; fire flow; potable water line operations and maintenance
discharges; and permitted or illegal nonstormwater discharges.
Wet weather urban runoff refers collectively to non-point source discharges that result from
precipitation events. Wet weather discharges include stormwater runoff. Stormwater discharges are
generated by runoff from land and impervious areas such as paved streets, parking lots, and
building rooftops during rainfall and snow events that often contain pollutants in quantities that
could adversely affect water quality. Most urban stormwater discharges are considered non-point
sources and are regulated by an NPDES Municipal General Permit or Construction General
Permit.
Wet- and dry-weather runoff typically contains similar pollutants of concern. However, except for the
first flush concentrations following a long dry period between rainfalls, the concentrations levels found in
wet weather flows are typically lower than levels found in dry weather flows because the larger wet
weather flows dilute the amount of pollutants in runoff waters. The following are major types of
pollutants in runoff:
Bacteria. Members of two bacteria groups, coliforms and fecal streptococci, are often used as
indicators of possible microbiological contamination. Sources of fecal contamination to surface
waters include wastewater treatment plants, on-site septic systems, domestic and wild animal
manure, and urban runoff.
Pesticides and petroleum hydrocarbons. The intensity of activities, including vehicle traffic, and
fueling activities, leaks and spills, and landscaping/gardening activities within an urban setting
contribute heavily to the level of these pollutants present in adjacent surface waters. Elevated levels
of oil and grease and petroleum hydrocarbons can be found in wet weather runoff, particularly
from streets, roads, and other paved surfaces.
Metals. Heavy metals such as copper, lead, zinc, arsenic, chromium, and cadmium may be typically
found in urban water runoff. Metals in stormwater may be toxic to some aquatic life and may
accumulate in aquatic animals. Sources of metals in stormwater may include automobiles, paints,
preservatives, motor oil, and various urban activities including atmospheric deposition from
industrial plants and other operations.
Nutrients. The nutrients most often identified in stormwater runoff are phosphorus and nitrogen.
Nitrogen and phosphorus are present in runoff that originates, primarily from irrigation nuisance
flows, on-site septic system leakage, and direct deposit of animal waste or other organic debris
deposited on impervious surfaces.
Trash and debris. Significant loads of trash, debris, and coarse solids can be found in wet weather
urban runoff. Plant material can be a substantial component of coarse solids.
Suspended solids. Sediment is often viewed as the largest pollutant load associated with stormwater
runoff in an urban setting. This includes coarser to very fine sediments resulting from soil erosion
and many other natural and human-activity based sources of sediment. Sediment loads have been
shown to be exceptionally high in the case of construction activity.

Runoff Treatment and Best Management Practices


Runoff during storm events is part of the natural hydrologic cycle; however activities such as
construction and development can impact stormwater runoff. Federal, State, and local regulatory and
4.6-4

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6 Hydrology and Water Quality

management agencies have begun to place emphasis on preventing pollution at the source and
implementing treatment of polluted runoff to prevent degradation of water resources. Management
strategies known as BMPs are often implemented to provide treatment of runoff in order to eliminate or
reduce the discharge of pollutants.
Construction Best Management Practices
Excessive erosion and sedimentation are perhaps the most visible water quality impacts because of
construction activities. Erosion control is a source control practice that protects the soil surface and
prevents soil particles from being detached by rainfall or flowing water; whereas, sediment control is a
practice for trapping soil particles after they have been detached and moved by rain or flowing water
(California Stormwater Quality Association [CASQA] 2003). Reduction in sediment transport is often the
primary goal of BMPs because sediment can carry other pollutants that are attached to it to surface water
resources, including nutrients, trace metals, and hydrocarbons. Therefore, a reduction in the amount of
detached or transported sediment will also reduce the amount of other pollutants reaching surface
waters. It is recognized that some BMPs provide both erosion and sediment control.
Additionally, the City of Santa Ana is a co-permittee of the Orange County Drainage Area Master Plan
(DAMP), which requires appropriate actions to reduce discharges of pollutants and runoff during each of
the three major phases of urban development, planning, construction, and operation. Examples of BMPs
for erosion control include: soil binders, straw mulch, earth dikes and drainage swales, and velocity
dissipation devices. Examples of sediment control include: silt fences, sediment traps, fiber rolls, gravel
bag berms, and sandbag barriers.
Post-Construction Best Management Practices
Development projects can create long term, post-construction impacts from stormwater runoff
depending upon associated land use and other characteristics of the project. Impervious surfaces such as,
streets, rooftops, and parking lots prevent infiltration and increase the rate and volume of stormwater
runoff. Additionally, various urban activities such as gardening, landscaping, and automobile maintenance
activities, in conjunction with increased impervious surfaces, may increase the concentration and/or total
load of various pollutants, as well as altering the types of constituents carried in stormwater. Postconstruction measures under the Orange County DAMP require the co-permittees to implement
structural and nonstructural BMPs that would mimic pre-development quantity and quality runoff
conditions from new development.
There are several management strategies that can be included into site planning and design that can
significantly reduce pollutant concentrations in stormwater. A development project can achieve
stormwater management goals by incorporating basic elements such as infiltration and biofilters. Several
other post-construction water quality BMPs can be included and incorporated in site design and
operations. These include disconnected roof drains, rain gardens, minimum required street widths, curb
and gutter systems for street sweeping or no curbs and gutters for roadside swales, public education,
installation of pet waste stations, proprietary structural devices, and others. Details on several of these
can be found in the CEQA Handbooks and local and regional Water Quality Management Plans.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6-5

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Groundwater
The Orange County Groundwater Basin (Basin) underlies the northern half of Orange County, including
the City. The water basin is bordered by the Puente Hills, Chino Hills, and Santa Ana Mountains in the
north and east, the Pacific Ocean in the south and southwest, the San Joaquin Hills on the southeast, and
the Los Angeles Groundwater Basin on the northwest. The Basin is bisected by the Santa Ana River,
which serves as the main source of water used for recharge. Flows in the river come from treated effluent
from upstream discharges, stormwater runoff, and imported supplies through the Orange County Water
District (OCWD).
Groundwater pumping in the Basin removes groundwater from the aquifers. Removal of pumped
groundwater needs to be balanced with refilling the Basin so that the amount of water is sufficient to
meet future pumping needs. In addition to natural replenishment processes that refill the Basin, the
District maintains programs to enhance recharge. The Basins primary source of water for groundwater
recharge (recharge water) is the Santa Ana River. River flows are diverted into spreading basins located
in the cities of Anaheim and Orange for percolation into the Basin. The District also operates the Talbert
Barrier in Fountain Valley and Huntington Beach and participates in the Alamitos Barrier in Seal Beach
and Long Beach. In addition to helping to prevent seawater intrusion, the barriers also help refill the
Basin.9

Flooding
As part of the National Flood Insurance Program, floodplain studies have been performed for various
communities in Orange County including the City of Santa Ana. The 100-year flood has been adopted by
the Federal Insurance Administration as the base flood for purposes of floodplain management
measures. The 500-year flood is employed to indicate additional areas of flood risk in the community.
The results of these studies are presented in the floodplain boundary maps and Flood Insurance Rate
Maps (FIRMs). These maps contain official delineation of flood insurance zones and base flood elevation
lines.
According to the Land Use Element of the General Plan, the Transit Zoning Code (SD 84A and
SD 84B) area is not located within a flood hazard area. Rather, the 100-year and 500-year flood hazard
zones are located in the western portions of the City, near the Santa Ana River. In addition, the Transit
Zoning Code (SD 84A and SD 84B) area is also not located in the flood inundation area of the Prado
Dam or the Santiago Dam.
However, as discussed in the EIR for the Citys Land Use Element, deficient storm drain facilities have
been identified in several areas of the City. Existing structures and residents in these areas may be
exposed to street flooding during period of heavy rains. In addition, new development on these streets
could exacerbate street flooding if no infrastructure improvements are implemented.

OCWD, Groundwater Management Plan, 2004.

4.6-6

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6 Hydrology and Water Quality

4.6.2

Regulatory Framework

Federal
Clean Water Act (CWA)
In 1948, Congress enacted the Water Pollution Control Act, which has been amended significantly on
several occasions, and is now commonly referred to as the Clean Water Act (CWA). The CWA
established the basic structure for regulating discharges of pollutants into the waters of the United States.
The primary purpose of the CWA is to restore and maintain the chemical, physical, and biological
integrity of the Nations waters. The EPA has delegated responsibility for implementation of portions of
the CWA to the State Water Resources Control Board (SWRCB) and the RWQCB for water quality
control planning and control programs, such as the National Pollutant Discharge Elimination System
(NPDES) Program. NPDES is the basic regulatory and enforcement tool available under the CWA.
Traditional NPDES permits typically incorporate specific discharge limitations for point source
discharges to ensure that dischargers meet permit conditions and protect state-defined water quality
standards. Municipal NPDES permits typically include receiving water limitations but not effluent
limitations.

State
State Water Resources Control Board
California is authorized to administer key components of the federal water quality management program
in the State. The California Water Code (CWC) establishes nine administrative areas in the State, which
are administered by Regional Water Quality Control Boards (RWQCB). Each Board adopts Water
Quality Control Plans for their respective regions. The City of Santa Ana is located in Region 8 (Santa
Ana). The State Water Resources Control Board (SWRCB) was established through the California
Porter-Cologne Water Quality Act of 1969 and is the primary state agency responsible for Water Quality
Control Plans in California.

Porter-Cologne Water Quality Control Act


The Porter-Cologne Water Quality Control Act establishes the SWRCB and each RWQCB as the
principal State agencies for coordinating and controlling water quality in California. Specifically, the
Porter-Cologne Water Quality Control Act authorizes the SWRCB to adopt, review, and revise policies
for all waters of the state (including both surface and groundwaters) and directs the RWQCBs to develop
regional Basin Plans.

National Pollutant Discharge Elimination System Permits


The SWRCB has adopted a statewide Construction General Permit (WQ Order 99-08-DWQ) for
stormwater discharges associated with construction activity. These regulations prohibit the discharge of
stormwater from construction projects that include one acre or more of soil disturbance. Construction

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6-7

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

activities subject to this permit include clearing, grading, and other disturbance to the ground, such as
stockpiling, or excavation that results in soil disturbance of at least 5 acres of total land area. As required
by NPDES, because construction on project sites within the Transit Zoning Code (SD 84A and SD 84B)
could occur over an area greater than one acre, individual developers would be required to submit a
Notice of Intent (NOI) to the SWRCB for coverage under the permit and would be required to comply
with all its requirements.
The NPDES Construction General Permit requires all dischargers to (1) develop and implement a
Stormwater Pollution Prevention Plan (SWPPP), which specifies BMPs used during construction of the
project; (2) eliminate or reduce nonstormwater discharge to stormwater conveyance systems; and
(3) develop and implement a monitoring program of all BMPs specified. The two major objectives of the
SWPPP are to (1) help identify the sources of sediment and other pollutants that affect the water quality
of stormwater discharges and (2) to describe and ensure the implementation of BMPs to reduce or
eliminate sediment and other pollutants in stormwater as well as non-stormwater discharges.

Regional
Santa Ana River Basin Plan
Existing water quality issues have been identified in the watershed planning process and are incorporated
in the Water Quality Control Plan (WQCP) for the Santa Ana River Basin (Basin Plan). The Basin Plan
establishes water quality standards for all the ground and surface waters of the region and specifies water
quality objectives intended to protect those uses. The Basin Plan also specifies an implementation plan
describing actions that are necessary to achieve and maintain water quality standards, and regulates waste
discharges to minimize and control their effects. Dischargers must comply with the water quality
standards contained in the Basin Plan.

Orange County Drainage Area Management Plan


The purpose of the DAMP was to satisfy NPDES permit conditions for creating and implementing an
Urban Runoff Management Program to reduce pollutant discharges to the maximum extent practicable
(MEP) for protection of receiving waterbody water quality and support of designated beneficial uses. The
DAMP contains guidance on both structural and nonstructural BMPs for meeting these goals. The
DAMP identifies activities required to implement the following six minimum control measures required
under the Municipal Permit: public outreach; public involvement; illicit discharge detection and
elimination; construction site runoff; new development and redevelopment; and municipal operations.
In order to ensure that construction sites implement the appropriate pollution control measures, the
2003 DAMP details recommended BMPs to be applied to new development and significant
redevelopment in Orange County. Projects are identified as either priority projects or non-priority
projects. Priority projects include, but are not limited to, residential development of ten units or more;
commercial and industrial development greater than 100,000 square feet (sf), including parking area;
impervious surface of 2,500 sf or more located within, directly adjacent to (within 200 feet), or
discharging directly to receiving waters within Environmentally Sensitive Areas; and parking lots 5,000 sf

4.6-8

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6 Hydrology and Water Quality

or more, with 15 parking spaces or more, and potentially exposed to urban stormwater runoff. Some
projects developed under the Transit Zoning Code (SD 84A and SD 84B) would be considered priority
projects under the 2003 DAMP Model Water Quality Management Plan (WQMP). These regulations
require that individual projects incorporate and implement all source control BMPs (routine structural
and routine non-structural), unless not applicable to the project due to project characteristics, and
document clearly why any applicable source control BMP was not included; incorporate and implement
site design BMPs, as appropriate, and document the site design BMPs that are included; and either
incorporate and implement treatment control BMPs, by including a selection of such BMPs into the
project design; or participate in or contribute to an acceptable regional or watershed-based program.
Projects participating in a regional or watershed program will also implement source control BMPs and
site design BMPs consistent with the requirements of the approved regional or watershed-based plan.
The combination of source control, site design, and treatment control BMPs or regional or watershedbased programs must adequately address all identified pollutants and hydrologic conditions of concern.
These regulations are designed to ensure that stormwater quality management is considered during a
projects planning phase, implemented during construction, and maintained for the life of the project.
Routine structural BMPs may function either to minimize the introduction of pollutants into the drainage
system or to remove pollutants from the drainage system. Appropriate residential nonstructural BMPs
listed in the DAMP that may be used on site to control typical runoff pollutants include
homeowner/tenant education, activity restrictions, common area landscape management, BMP
maintenance, common area litter and animal waste control, catch basin inspection, employee training,
private street/lot sweeping, smart irrigation controllers to avoid over-watering, use of native droughttolerant landscaping, and designated car washing location on site. BMPs can serve to address bacterial
contaminants in addition to other contaminants, although there are no water quality standards set for
bacteria levels. Applicable structural and nonstructural BMPs implemented on the site for source control
and pollution prevention to minimize the introduction of pollutants into the drainage system depend on
the ultimate configuration of the proposed land use.

Orange County Water District Groundwater Management Plan


In 1974, the OCWD proposed a Basin-wide groundwater quality monitoring program, on behalf of Basin
Producers, to satisfy the drinking water testing requirements specified in the federal Safe Drinking Water
Act (SDWA). The OCWD Plan also addresses the requirements of Senate Bill 1938, passed in 2002,
which includes a list of issues to be addressed to ensure compliance of groundwater management plans
with the California Water Code.
The Plan does not commit the OCWD to a particular program or level of Basin production, but
describes the factors to consider and key issues as the Board makes Basin management decisions on a
regular basis each year. Potential projects that are conceptually described in the Plan are described in
greater detail in the Long-Term Facilities Plan. Two major objectives drive the Plan: protecting and
enhancing groundwater quality and cost-effectively protecting and increasing the Basins sustainable
yield.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6-9

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Local
City of Santa Ana Urban Water Management Plan 2005
The City of Santa Ana Urban Water Management Plan 2005 (UWMP) was prepared in compliance with
the California Water Management Planning Act of 1983. The plan is intended to ensure that water
service is sufficient to meet local demands through conservation and efficient use of urban water
supplies. The City of Santa Ana Public Works Agency (PWA), the Metropolitan Water District of
Southern California (Metropolitan), and the Orange County Water District (OCWD) coordinated with
the City in preparation of the Plan, which was adopted by City Council in November of 2005.
As required by the Environmental Protection Agency and the California Department of Health Services,
the UWMP evaluates water quality of existing sources and ensures that the Citys source of water from
imported water supplies and groundwater meet the requirements of the Safe Drinking Water Act of 1996
in terms of salinity, levels of perchlorate, MTBE, uranium and other chemicals. The Water Quality
Control Plan was developed by the Santa Ana RWQCB and updated in 1995 to establish water quality
standards for all the ground and surface waters in the region and to address issues that have evolved over
time due to increasing populations and changing water demands in the region.
Under the 2000 UWMP, Metropolitan projected a 0.5 percent decrease in available supply during an
average year, a 4.5 percent increase during a single dry year, and a 3.8 percent increase during the third
year of a multiple dry year period over the 20-year period beginning in 2010 and ending in 2030.
According to the UWMP, water shortage may occur as the City experiences peak water demands during
hot summer months or in response to a future drought. In response to possible water shortage concerns,
Metropolitan and the OCWD have invested in conservation, water recycling, storage, and supply as part
of their long-term water management strategies. Additionally, the City of Santa Anas Emergency Water
Conservation Plan provides mechanisms to deal with extended water shortage to ensure water is available
for domestic use, sanitation, and safety.

City of Santa Ana Sewer Master Plan


The City of Santa Ana Sewer Master Plan presents an assessment of the hydraulic capacity of the Citys
major sewers and a prioritized set of capital improvement projects to address existing and projected
future capacity deficiencies. The two main objectives of the Sewer Master Plan study were to assess the
hydraulic capacity of major sewers to ensure adequate capacity for current and projected future
wastewater flows and to perform a study to determine the infiltration/inflow of groundwater and
stormwater into the Citys sewers. The Sewer Master Plan describes existing and future wastewater flows
and sewer system capacity. It also recommends a capital improvement program and provides additional
recommendations for infiltration/inflow control.

City of Santa Ana General Plan Public Safety Element


The City of Santa Ana General Plan contains strategies for the Citys land use and economic
development through a Framework Plan that describes Santa Anas overall planning strategy and a Policy
Plan that spells out the goals and objectives underline the Framework Plan. The Public Safety Element
4.6-10

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6 Hydrology and Water Quality

contains the following objective and policy applicable to the area of hydrology and water quality relative
to the proposed project.
Goal 1

Minimize loss of life and property due to natural and man-made catastrophes
Objective 1.2

Effectively manage risks associated with earthquakes, floods,


fires, and hazardous materials

Policy

Assure acceptable levels of risk to people and property from


flooding and from toxic materials

Consistency Analysis
The Transit Zoning Code (SD 84A and SD 84B) area is not located in a flood hazard area, as identified
by the City of Santa Ana. As indicated on the federal Flood Hazard Boundary and Flood Insurance Rate
Map, the proposed Transit Zoning Code (SD 84A and SD 84B) area is determined to be outside the
0.2 percent annual chance floodplain. Therefore, the risk of exposing a house or property to natural and
man-made catastrophes such as flooding is minimized (refer to goals 2; objectives 1.2; implementation
policies). In addition, as discussed below under Project Impacts and Mitigation, adherence to existing
regulations (NPDES, Orange County DAMP requirements, and the Citys Local Implementation Plan
[LIP]) would reduce the potential for increased runoff at development sites and would minimize the
alteration of existing drainage patterns. Further, adherence to mitigation measure MM4.6-2, as shown
below, would ensure that storm drain capacity is adequate for future development in the Transit Zoning
Code (SD 84A and SD 84B) area, which would reduce the risk of downstream flooding. Consequently,
implementation of the proposed Transit Zoning Code (SD 84A and SD 84B) would not conflict with the
General Plan policies and objectives.
The Transit Zoning Code (SD 84A and SD 84B) complies with the requirements of the Flood Plain
Management Ordinance by initiating a variety of development programs and Best Management Practices
that would minimize environmental degradation. These practices include the use of bioswales and
pervious paving to reduce runoff, installation of overflow piping to storm drains, and the use of drought
tolerant species and water conserving landscape features to enable collection and re-use of water.

4.6.3

Project Impacts and Mitigation

Analytic Method
Potential impacts that could result from implementation of the proposed project were evaluated by
comparing current uses to those that are proposed. Impacts to surface and groundwater quality were
analyzed by reviewing existing groundwater and surface water quality literature that pertains to the area;
identifying existing on-site ground and surface waters, including the depth to groundwater; and
evaluating existing and potential sources of water quality pollutants based on the types of land uses and
operational activities that occur or could occur on the plan area. Additionally, the applicability of federal
and state regulations, ordinances, and/or standards to surface and groundwater quality of the project area

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6-11

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

and subsequent receiving waters was assessed. Potential impacts from implementation of the proposed
project were determined by evaluating the thresholds of significance outlined below.

Thresholds of Significance
The following thresholds of significance are generally based on Appendix G of the 2009 CEQA
Guidelines. For the purposes of this EIR, new construction associated with the adoption of the Transit
Zoning Code (SD 84A and SD 84B) may have a significant adverse impact on hydrology and water
quality if it would result in any of the following:
Violate any water quality standards or waste discharge requirements
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 that would
not support existing land uses or planned uses for which permits have been granted)
Substantially alter the existing drainage pattern of the site or area, including through the alteration
of the course of a stream or river, in a manner that would result in substantial erosion or siltation
on or off site
Substantially alter the existing drainage pattern of the site or area, including through the alteration
of the course of a stream or river, or substantially increase the rate or amount of surface runoff in a
manner that would result in flooding on or off site
Create or contribute runoff water which would exceed the capacity of existing or planned
stormwater drainage systems or provide substantial additional sources of polluted runoff
Otherwise substantially degrade water quality
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
Place within a 100-year flood hazard area structures, which would impede or redirect flood flows
Expose people or structures to a significant risk of loss, injury, or death involving flooding,
including flooding as a result of the failure of a levee or dam
Expose people or structures to a significant risk of loss, injury, or death involving inundation by
seiche, tsunami, or mudflow

Effects Found to have No Impact


Threshold

Would the project 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?

The proposed Transit Zoning Code (SD 84A and SD 84B) area is not located 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. The proposed Transit Zoning Code (SD 84A and SD 84B) area is within
Zone X on FEMA public flood maps, which is determined to be outside the 0.2 percent annual chance

4.6-12

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6 Hydrology and Water Quality

floodplain.10 In addition, as shown in the Public Safety Element of the City of Santa Ana General Plan11,
the area is not within the 100-year or 500-year flood hazard area. Thus, implementation of the proposed
project would not place housing within a flood hazard area, and there would be no impact, and no
further analysis is required.
Threshold

Would the project place within a 100-year flood hazard area structure, which
would impede or redirect flood flows?

As stated above, the proposed Transit Zoning Code (SD 84A and SD 84B) area is not within the
100-year flood hazard area, and is outside the 0.2 percent annual chance floodplain. As there would be
no risk of flooding in the proposed Specific Plan, there would be no impact to the placement of
structures which would impede or redirect flood flows, and no further analysis is required.
Threshold

Would the project expose people or structures to a significant risk of loss, injury, or
death involving flooding, including flooding as a result of the failure of a levee or
dam?

As discussed previously, the Transit Zoning Code (SD 84A and SD 84B) area is not located in the flood
inundation area of the Prado Dam or the Santiago Dam. Consequently, implementation of the proposed
project would not expose people or structures to a significant risk as a result of the failure of a levee or
dam, and there would be no impact. No further analysis is required.
Threshold

Would the project expose people or structures to a significant risk of loss, injury, or
death involving inundation by seiche, tsunami, or mudflow?

The proposed Transit Zoning Code (SD 84A and SD 84B) would not expose people to a significant risk
of loss, injury, or death involving inundation by a seiche, tsunami, or mudflow because the project site is
not located near a coastal area, large water body, or unstable and exposed hills or slopes. The project site
is located approximately 10 miles from the Pacific Ocean and 130 feet above sea level, which is a
sufficient distance so as not to be subject to tsunami impacts. No impact associated with tsunamis is
anticipated to occur.
The closest enclosed bodies of water that could result in earthquake-induced seiches are the Prado Dam,
which is located near the City of Corona to the northwest of the Cleveland National Forest, or the
Santiago Dam, which is located approximately 12 miles east of the area in Silverado. The project site is
not located within a flood hazard (inundation) area associated with either dam.12 Therefore, overflow as
the result of a seiche would not expose people or structures to a significant risk of loss, injury, or death
involving inundation by seiche within the proposed Transit Zoning Code (SD 84A and SD 84B) area.
The City of Santa Ana is located on nearly flat surfaces and there are no areas with slopes significant
enough to cause mudflows near the proposed Transit Zoning Code (SD 84A and SD 84B) area which
FEMA. FEMA Map Service Center. Public Flood Map. Map ID: 06059C0277H.
Santa Ana, City of. General Plan Safety Element. Flood and Fire Hazard Areas. Pg. 20.
12 Santa Ana, City of. General Plan Safety Element. Flood and Fire Hazard Areas. Pg. 20.
10
11

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6-13

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

would expose people or structures to a significant risk of loss, injury, or death. Therefore, no impact
associated with mudflows is anticipated to occur.
In summary, there would be no impact to the exposure of people or structures at the proposed Specific
Plan to a significant risk of loss, injury, or death involving inundation by a seiche, tsunami, or mudflow.
No further analysis is required.

Effects Found to Be Less Than Significant


Threshold

Would the project violate any water quality standards or waste discharge
requirements?
Would the project otherwise substantially degrade water quality?

Impact 4.6-1

Implementation of the Transit Zoning Code would not violate water


quality standards, waste discharge, or otherwise substantially degrade
water quality. Compliance with mitigation measure MM4.6-1 and existing
regulations would ensure that this would be a less-than-significant impact.

Construction
Soil disturbance would temporarily occur due to construction of future developments under the
proposed project, due to earth-moving activities such as excavation and trenching for foundations and
utilities, soil compaction and moving, cut and fill activities, and grading. Disturbed soils are susceptible to
high rates of erosion from wind and rain, resulting in sediment transport via stormwater runoff from the
project area. Erosion and sedimentation affects water quality through interference with photosynthesis,
oxygen exchange, and respiration, growth, and reproduction of aquatic species. Runoff from
construction sites would be typical of urban areas, and may include sediments and contaminants such as
oils, fuels, paints, and solvents. Additionally, other pollutants such as nutrients, trace metals, and
hydrocarbons can attach to sediment and be transported to downstream drainages and ultimately into
collecting waterways, contributing to degradation of water quality.
Construction materials and waste handling, and the use of construction equipment, could also result in
stormwater contamination and impact water quality. Spills or leads from heavy equipment and machinery
could result in oil and grease contamination. The potential demolition of buildings to allow for
redevelopment and infill activities, and the removal of waste material during construction could also
result in tracking of dust and debris and release of contaminants in existing structures. Staging areas or
building sites can also be the source of pollution due to the use of paints, solvents, cleaning agents, and
metals during construction. Pesticide use (including herbicides, fungicides, and rodenticides) associated
with site preparation is another potential source of stormwater contamination. Larger pollutants, such as
trash, debris, and organic matter could also be associated with construction activities. Water quality
degradation could result in health hazards and aquatic ecosystem damage associated with bacteria,
viruses, and vectors.

4.6-14

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6 Hydrology and Water Quality

Sediments and contaminants may be transported throughout site runoff to downstream drainages and
ultimately into the collecting waterways, and potentially into the Pacific Ocean, thereby affecting surface
water and offshore water quality.
Construction activities in the Transit Zoning Code (SD 84A and SD 84B) area could include road
improvements and realignments, installation and realignment of utilities, demolition of existing structures
for new development or replacement and new development. Areas that disturb one or more acres of land
surface are subject to the Construction General Permit, 99-08-DWQ adopted by the SWRCB.
Preparation of a Stormwater Pollution Prevention Plan (SWPPP) is required for compliance with the
NPDES General Construction Stormwater Activity Permit. Compliance with the permit would involve
filing a Notice of Intent with the SWRCB and preparing and submitting a SWPPP prior to construction
activities. The SWPPP must describe the site, the facility, erosion and sediment controls, runoff water
quality monitoring, means of waste disposal, implementation of approved local plans, control of
construction sediment and erosion control measures, maintenance responsibilities, and non-stormwater
management controls. Inspection of construction sites before and after storms is required to identify
stormwater discharge from the construction activity and to identify and implement controls where
necessary. The Construction General Permit requirements would need to be satisfied prior to beginning
construction on any project located on a site greater than one acre.
Water quality degradation from construction would be specific to each site within the Transit Zoning
Code (SD 84A and SD 84B) area, and depend largely on the areas affected and the length of time soils
are subject to erosion and construction activities on site. All development would be subject to regional
and local regulations, including the Citys Water Pollution Ordinance, adopted to ensure compliance with
federal requirements for the control of urban pollutants to stormwater runoff which enters the network
of storm drains throughout the Orange County. Contractors constructing new development or
redevelopment projects are required to comply with the conditions of the Citys Local Implementation
Plan (LIP) and the DAMP, including the implementation of appropriate BMPs to control stormwater
runoff so as to prevent any deterioration of water quality.
Typical BMPs that could be incorporated into the SWPPP would include, but are not limited to, the
following:
Diversion of off-site runoff away from the construction site
Vegetation of proposed landscaped/grassed swale areas as soon as feasible following grading
activities
Revegetation of exposed soil surfaces as soon as feasible following grading activities
Perimeter straw wattles to prevent off-site transport of sediment
Drop inlet protection (filters and sand bags or straw wattles), with sandbag check dams within
paved roadways
Regular watering of exposed soils to control dust during construction
Specifications for construction waste handling and disposal
Contained equipment wash-out and vehicle maintenance areas
Erosion and sedimentation control measures maintained throughout the construction period
Stabilized construction entrances to avoid trucks from imprinting debris on City roadways
Training of subcontractors on general site housekeeping

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6-15

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

In order to ensure compliance with existing regulations, implementation of mitigation measure MM4.6-1
would be required for future development projects in the Transit Zoning Code (SD 84A and SD 84B)
area.
MM4.6-1

In order to comply with the current version of the DAMP, future development projects in the Transit
Zoning Code (SD 84A and SD 84B) area shall prepare Storm Drain Plans, Stormwater Pollution
Prevention Plans (SWPPP), and Water Quality Management Plans (WQMP) conforming to the
current National Pollutant Discharge Elimination System (NPDES) requirements, prepared by a
Licensed Civil Engineer or Environmental Engineer, shall be submitted to the Public Works Agency
for review and approval.
a. A SWPPP shall be prepared and updated as needed during the course of construction to satisfy
the requirements of each phase of the development. The plan shall incorporate all necessary Best
Management Practices (BMPs) and other City requirements to eliminate polluted runoff until all
construction work for the project is completed. The SWPPP shall include treatment and disposal
of all dewatering operation flows, and for nuisance flows during construction. The SWPPP may
include, but would not necessarily be limited to, the following applicable measures:
Minimum required pavement widths for residential streets needed to comply with all zoning
and applicable ordinances
Use permeable materials for private sidewalks, driveways, parking lots, or interior roadway
surfaces
Reduce the overall imperviousness associated with parking lots by using pervious materials in
spillover parking areas
Direct rooftop runoff to pervious areas and avoid routing rooftop runoff to the roadway or the
stormwater conveyance system
Biofilters including vegetated swales and strips
Extended/dry detention basins
Infiltration basin
Infiltration trenches or vaults
Catch basin inserts
Continuous flow deflection/separation systems
Storm drain inserts
Media filtration
Foundation planting
Catch basin screens
Normal flow storage/separation systems
Clarifiers
Filtration systems
Primary waste water treatment systems
Dry Wells
Cistern

4.6-16

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6 Hydrology and Water Quality

b. A WQMP shall be prepared, maintained, and updated as needed to satisfy the requirements of
the adopted NPDES program. The plan shall incorporate water quality measures for all
improved phases of the project.
Compliance with mitigation measure MM4.6-1 and applicable permit requirements for construction
conditions would ensure that construction water quality effects for future development in the Transit
Zoning Code (SD 84A and SD 84B) area would be reduced to the maximum extent practicable and
would be considered less than significant.

Operation
Operation of future developments in the Transit Zoning Code (SD 84A and SD 84B) area could result in
the addition of contaminants into the stormwater runoff entering the Citys drainage system. The major
source of pollution to runoff and infiltrating groundwater would be contaminants that have accumulated
on the land surface over which stormwater passes. Between rainstorms, material would be deposited on
the streets, paved areas, rooftops, and other surfaces from debris dropped or scattered by individuals,
wastes and dirt from construction and renovation or demolition, fecal droppings from animals, oil and
various residues contributed by vehicular traffic, and fallout of air-borne particles.
It is possible that future developments would increase the amount of impervious surfaces within the
Transit Zoning Code (SD 84A and SD 84B) area, which could potentially increase stormwater runoff.
However, because a majority of the Transit Zoning Code (SD 84A and SD 84B) area is already built-out,
any increase in impervious surfaces is anticipated to be minor in relation to existing conditions. As part
of the implementation of the Transit Zoning Code (SD 84A and SD 84B) and the Developer project 15
residential structures on 11 unique Assessors Parcels are proposed to be demolished (refer to Figure 3-8
(Demolitions) There are an additional 19 properties, which the Agency/City may consider acquiring
(refer to Figure 3-6 (Potential New Santa Ana Redevelopment Agency Acquisitions). The potential
acquisition and subsequent development of these properties may require some level of demolition of
existing structures. These properties are assumed to have associated yards, which currently provide
pervious surfaces that could be replaced with impervious surfaces, were they to be removed. However,
the Transit Zoning Code (SD 84A and SD 84B) contains standards related to the provision of
landscaping which will serve to mitigate the loss of any existing landscaped areas. Therefore, the potential
net change in pervious/impervious surfaces is anticipated to be minimal. Further, the potential for infill
development to contribute to polluted runoff would be minimal, and it is assumed that annual pollutant
loads would remain similar under future developed conditions compared to existing conditions.
Discretionary projects would require the preparation of a WQMP. A WQMP would be specific to the
expected pollutants that would be present in the stormwater flow from project sites after completion of
construction. The WQMP would incorporate the requirements of DAMP Section 7, including all feasible
recommended BMPs. It would include site design, source control, and treatment control BMPs to
address the specific pollutants anticipated from the project and project site, and would detail the specific
operation and maintenance of each BMP. The WQMP would outline a routine maintenance schedule for
each BMP, in compliance with the DAMP and local regulations.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6-17

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

In addition, as discussed previously, developments within the City would be subject to the provisions of
the Citys Water Pollution Ordinance. Further, as is required for construction activities, operation of new
development or redevelopment projects are required to comply with provisions set forth the Citys LIP
and the DAMP, including the implementation of appropriate BMPs to control stormwater runoff so as
to prevent any deterioration of water quality.
Compliance with mitigation measure MM4.6-1, NPDES permits requirements, the Orange County
DAMP, and the Citys LIP and Municipal Code would reduce the risk of water degradation within the
Transit Zoning Code (SD 84A and SD 84B) area from the operation of new developments to the
maximum extent practicable. Therefore, since violation of waste discharge requirements or water quality
standards would be minimized, this impact would be less than significant.
Threshold

Impact 4.6-2

Would the project 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
granted)?

Long-term cumulative development occurring pursuant to the Transit


Zoning Code (SD 84A and SD 84B) would not interfere substantially with
groundwater recharge. This is considered a less-than-significant -impact.

Construction
Construction activities would primarily occur as part of future infill development; with the exception of
the Developer project proposed for the 49 Agency-owned parcels (refer to Figure 3-5 (Santa Ana
Redevelopment Agency Parcels)]. According to the Citys General Plan, Santa Ana does not serve as the
main spreading basin for groundwater recharge. Depending on the groundwater table at particular
project sites within the Transit Zoning Code (SD 84A and SD 84B), pile driving, dewatering, and other
construction activities that would encounter groundwater could potentially occur. While the insertion of
support and foundation structures in the groundwater may reduce the storage capacity of groundwater,
the displaced volume would not be substantial relative to the volume of the Basin. Likewise, while
dewatering would remove groundwater, the volume of water removed would not likely be substantial
relative to groundwater pumping for water supply. Also, water used during construction for cleaning,
dust control, and other uses would be nominal. Thus, construction activities would not substantially
deplete groundwater supplies nor interfere substantially with groundwater recharge. This impact is
considered less than significant.

Operation
Future development under the Transit Zoning Code (SD 84A and SD 84B) would lead to increases in
water consumption, especially to the extent that residential uses, which typically use more water, replace
commercial and office uses presently existing in the area). Refer to Section 4.12 (Utilities and Service
Systems) for an analysis of available water supplies and the proposed projects potential impact on water

4.6-18

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6 Hydrology and Water Quality

supplies. Because the majority of the project area is presently developed with existing uses and the
project does not serve as the main spreading basin for groundwater recharge, the potential future
development would not substantially reduce areas of ground percolation and recharge because the
existing uses would simply be replaced with new uses.
As discussed previously, the City does not serve as the main spreading basin for groundwater recharge.
Thus, any development on the limited undeveloped land within the Transit Zoning Code (SD 84A and
SD 84B) area, groundwater recharge would not substantially affect groundwater recharge.
Therefore, because the majority of the Transit Zoning Code (SD 84A and SD 84B) area is already
developed and because the project area is not used for groundwater recharge, the operation of future
development under the proposed project would not interfere substantially with groundwater recharge.
This impact is considered less than significant.
Threshold

Impact 4.6-3

Would the project substantially alter the existing drainage pattern of the site or
area, including through the alteration of the course of a stream or river, in a
manner that would result in substantial erosion or siltation on or off site?

Development under the Transit Zoning Code (SD 84A and SD 84B) could
alter the existing drainage pattern of the area and potentially result in
erosion and siltation. Compliance with mitigation measure MM4.6-1 and
existing regulations would ensure that this would be a less-than-significant
impact.

Construction
Construction activities under the proposed Transit Zoning Code (SD 84A and SD 84B) would involve
stockpiling, grading, excavation, paving, and other earth-disturbing activities, which could result in the
alteration of existing drainage patterns. These types of activities would constitute a temporary alteration
of drainage patterns. However, future development would be required to comply with the 2003 DAMP
and the Citys corresponding Local Implementation Plan (LIP), which serves as the primary policy and
implementation document for compliance with the NPDES Stormwater permits.13 As described above in
Impact 4.6-1, compliance with NPDES regulations and the Citys Municipal Code would reduce the risk
of short-term erosion resulting from drainage alteration during construction to a less-than-significant
impact.

Operation
The majority of the Transit Zoning Code (SD 84A and SD 84B) is presently developed with a mix of
residential, office, commercial and industrial uses. The introduction of new mixes of uses within the
Transit Zoning Code (SD 84A and SD 84B) area are not anticipated to result in substantial changes to
the existing drainage patterns because existing drainage facilities would continue to be used and the
amount of drainage would remain similar to present levels. However, it is possible that future
13

City of Santa Ana, Local Implementation Plan Executive Summary, 2003.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6-19

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

development in the Transit Zoning Code (SD 84A and SD 84B) area could result in minor alterations to
drainage, such as changes in ground surface permeability via paving, or changes in topography via
grading and excavation.
Impact 4.6-1 discusses applicable regulations that would limit pollutant discharges from future
development in the Transit Zoning Code (SD 84A and SD 84B) area. In addition, all development in the
Specific Plan would be subject to the provisions of the Citys LIP and Orange County DAMP. These
regulations include the implementation of appropriate BMPs including a range of methods that could
minimize off-site erosion, including but not limited to hydrodynamic devices, swales/biofilters, basins,
and various filters.
In addition, as required by mitigation measure MM4.6-1, future developments would be required to
prepare a storm drain plan and WQMP. Implementation of these plans would reduce the volume of
sediment-laden runoff discharging from sites within the Transit Zoning Code (SD 84A and SD 84B).
Consequently, because future projects, including the Developer project, in the Transit Zoning Code
(SD 84A and SD 84B) are not anticipated to substantially alter drainage patterns in comparison to
existing conditions in the area, and because adherence to existing requirements would reduce erosion and
siltation during operation, this impact is considered less than significant.
Threshold

Would the project substantially alter the existing drainage pattern of the site or
area, including through the alteration of the course of a stream or river, or
substantially increase the rate or amount of surface runoff in a manner that would
result in flooding on site or off site?
Would the project create or contribute runoff water which would exceed the
capacity of existing or planned stormwater drainage systems or provide
substantial additional sources of polluted runoff?

Impact 4.6-4

Future development in the Transit Zoning Code (SD 84A and SD 84B)
could alter the existing drainage pattern and potentially result in increased
downstream flooding through the addition of impervious surfaces, or
exceeding the capacity of existing or planned stormwater drainage
systems. Adherence to mitigation measures MM4.6-2 through MM4.6-4
would reduce this impact to a less-than-significant level.

Future development in the Transit Zoning Code (SD 84A and SD 84B) area would generally consist of
infill development or redevelopment. As such, most of the future projects would not result in new
development that would substantially alter drainage patterns because these areas are already developed
with existing uses and impervious surfaces. However, development of land that is currently vacant and
covered with permeable surfaces may occur. Although minimal, increased impervious surfaces would
increase stormwater runoff in the Transit Zoning Code (SD 84A and SD 84B) area. In addition, it is
presently unknown whether the existing drainage system throughout the Transit Zoning Code (SD 84A
and SD 84B) area is adequate.14 Therefore, in order to provide a conservative assessment, it is possible

14

Verbal communication with Santa Ana Public Works Department. October 16, 2006.

4.6-20

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6 Hydrology and Water Quality

that this increased runoff could exceed the capacity of existing and planned infrastructure and cause
downstream flooding impacts.
Adherence to mitigation measure MM4.6-1 would require the preparation of a WQMP and
implementation of appropriate BMPs, which could incorporate stormwater detention facilities, and
would reduce the volume of runoff generated (and potential for flooding) in the Transit Zoning Code
(SD 84A and SD 84B) area. However, because the existing capacity of the existing storm drain system in
the Transit Zoning Code (SD 84A and SD 84B) area is unknown, this is considered a potentially
significant impact. Implementation of mitigation measures MM4.6-2 through MM4.6-4 would be
required to address these issues.
MM4.6-2

Prior to issuance of grading permits for future development projects in the Transit Zoning Code
(SD 84A and SD 84B) area, applicants shall submit site-specific Hydrology and Hydraulic Studies
to the Public Works Department for review and approval. If existing facilities are not adequate to
handle runoff that may be generated by the proposed development, then the applicant shall propose
feasible remedies to assure that adequate drainage facilities will be available prior to issuance of
occupancy permits. The applicant may propose storm drain improvements to be constructed in order to
meet project needs. If necessary storm drain upgrades cannot be implemented prior to issuance of
occupancy permits, on site detention facilities or other methods acceptable to the City shall be included
with new development projects to ensure that post-construction runoff does not exceed pre-development
quantities.

MM4.6-3

During the design of individual projects, applicants shall minimize impervious area by incorporating
landscaped areas over substantial portions of a proposed project area. Furthermore, impervious areas
shall be directly connected to landscaped areas or bioretention facilities to promote filtration and
infiltration of stormwater.

MM4.6-4

During the design of individual projects, applicants shall control structural source through storm drain
stenciling and signage, coverage of trash area to minimize direct precipitation, efficient irrigation to
minimize runoff into stormwater conveyance system, slope and channel protection to decrease potentials
for erosions of slopes, and use of deep-rooted, drought tolerant plant species for erosion control.

Adherence to mitigation measures MM4.6-2 through MM4.6-4 would ensure that runoff would not
exceed the capacity of storm drain systems, and this impact would be reduced to a less-than-significant
level.

4.6.4

Cumulative Impacts

A cumulative impact analysis is only provided for those thresholds that result in a less-than-significant,
potentially significant, or significant and unavoidable impact. A cumulative impact analysis is not
provided for Effects Found Not to Be Significant, which result in no project-related impacts.
The geographic context for the analysis of cumulative impacts associated with water quality is the San
Diego Creek Watershed. Cumulative development would involve construction activities which would
result in increases in stormwater runoff from new impervious surfaces. Construction of new
development could result in the erosion of soil, thereby cumulatively degrading water quality. In addition,

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6-21

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

the increase in impermeable surfaces and more intensive land uses may also adversely affect water quality
by increasing the amount of stormwater runoff and common urban contaminants entering the storm
drain system. However, new development would be required to comply with existing regulations
regarding construction practices that minimize risks of erosion and runoff. Among the various
regulations that are applicable include the provisions of NPDES permits, implementation of appropriate
BMPs, and compliance with local regulations. This would minimize degradation of water quality at
individual project construction sites. As such, cumulative impacts would be less than significant, and
the proposed project would not have a cumulatively considerable contribution.
The geographic context for the analysis of cumulative impacts associated with groundwater is the area
underlain by the Orange County Groundwater Basin. Cumulative development within the Basin could
interfere with groundwater recharge. New development occurring in vacant areas that currently serve as
groundwater recharge areas would reduce recharge potential within the Basin. The overall growth within
the Basin could directly or indirectly result in the loss of groundwater recharge areas. However, this loss
would be mitigated by OCWD via operation of the on-going Groundwater Replenishment System
(GRS). Ongoing implementation of the GRS would increase groundwater supplies by injecting reclaimed
water into the Basin and protecting it against seawater intrusion. Thus, cumulative impacts associated
with groundwater would be less than significant. Because the proposed project would not affect
groundwater recharge, it would not have a cumulatively considerable contribution to this effect.
Cumulative development could result in the introduction of new structures and impervious surfaces that
would increase stormwater runoff, which could subsequently lead to increased flood hazards. Because
the existing condition of the storm drain system is unknown, future development could result in a
cumulative impact. However, the proposed project would ensure that post-development runoff from
future projects within the Transit Zoning Code (SD 84A and SD 84B) area would not exceed storm
drain capacity, and thus, the proposed projects contribution to cumulative impacts associated with flood
hazards would be less than significant.

4.6.5

References

CDM. 2005. City of Santa Ana: GIS Integrated for Drainage Facility Inventory and Analysis.
FEMA. FEMA Map Service Center. Public Flood Map. Map ID: 06059C0277H.
Orange, County of. 2003. Drainage Area Management Plan.
Orange County Water District (OCWD). 2004. Groundwater Management Plan.
Orange County Watershed & Coastal Resources Division. 2007. Introduction to San Diego Creek
Watershed. http://www.ocwatersheds.com/watersheds/sandiego_creek.asp (accessed July 25,
2007).
Santa Ana, City of. 1982. General Plan Public Safety Element.
. 1997. Draft EIR No. 97-01 for the Land Use Element.
. 2000. Land Use Element. Santa Ana General Plan.
. 2003a. Executive Summary. Local Implementation Plan.

4.6-22

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6 Hydrology and Water Quality

. 2003b. Sewer Master Plan.


. 2005. Urban Water Management Plan.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.6-23

4.7 Land Use

4.7

LAND USE

This section of the EIR describes existing land uses and planning practices associated with the
development of the Transit Zoning Code (SD 84A and SD 84B) and in the surrounding area.
Specifically, this section analyzes the potential for change in land uses that could result from the adoption
the Transit Zoning Code (SD 84A and SD 84B) that would allow for greater flexibility in the mix of uses
within zones and that contains design and development standards that regulate the built form of the area
such that it supports the long-term development of public transit options. Additionally, this section
analyzes conflicts between proposed land uses on site and existing and/or proposed land uses in the
vicinity of the Transit Zoning Code (SD 84A and SD 84B) area, as well as the relationship of the
proposed land use changes to relevant planning policies.
Preparation of this analysis used data from various sources. These sources include the proposed Transit
Zoning Code (SD 84A and SD 84B) , the City of Santa Ana General Plan (including the Land Use and
Urban Design Elements), the Santa Ana Metro East Mixed Use Overlay Zone EIR and the City of Santa
Ana Municipal Code. Full bibliographic entries for all reference materials are provided in Section 4.7.5
(References) of this section.

4.7.1

Environmental Setting

City of Santa Ana


The City of Santa Ana is located in central Orange County, accessed regionally by the Golden State
Freeway (I-5) and the Costa Mesa Freeway (SR-55) from the north and south and the Garden Grove
Freeway (SR-22) from the east and west. Santa Ana is the largest city in Orange County, encompassing
approximately 27.2 square miles, the majority of which are developed. Residential areas, which are
primarily located in the central, northern and part of the western portions of the City, represent a large
percentage of the Citys land uses. Commercial uses are spread out along major corridors such as Harbor
Boulevard, Bristol Street, Main Street, and Grand Avenue in the north/south direction and Seventeenth
Street and First Street in the east/west direction. Industrial uses are concentrated in the southeastern and
southwestern areas of the City.
The Transit Zoning Code (SD 84A and SD 84B) area consists of approximately 450 acres located in the
northwest portion of the City of Santa Ana. The Transit Zoning Code (SD 84A and SD 84B) area is
generally bounded to the north by Civic Center Drive, to the east by Grand Avenue and along I-5, to the
west by Flower Street and to the south by First Street. The boundaries of the Transit Zoning Code
(SD 84A and SD 84B), including the nine zoning districts that would be created through the adoption of
the Transit Zoning Code (SD 84A and SD 84B), are depicted in Figure 4.7-1 (Transit Zoning Code
[SD 84A and SD 84B] Map).
The Transit Zoning Code (SD 84A and SD 84B) area is within the Santa Ana Merged Redevelopment
Project Area (the Merged Project Area).

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7-1

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Existing General Plan Land Use Designations


The Land Use Element of the Citys General Plan directs and regulates land use in Santa Ana. It consists
of a map which designates land use categories and their relative location, as well as development intensity
standards for each category. Below is a description of the existing land use designations within Transit
Zoning Code (SD 84A and SD 84B) area, as shown in Figure 4.7-2 (Existing Land Use).

District Center (DC)


District Centers are designed to serve as anchors to the Citys commercial corridors, and to
accommodate major development activity. District Centers are to be developed with an urban character
that includes a mixture of high-rise office, commercial, and residential uses, including mixed-use
development up to 90 units per acre, which provide shopping, business, cultural, education, recreation,
entertainment, and housing opportunities. Some District Centers serve as major retail and employment
centers locally and regionally, and should include development which promotes the City as a regional
activity center while creating an environment conducive to business on a regional scale. The intensity
standard for the District Center ranges from a floor area ratio of 1.0 to 3.0. The Downtown area of the
Transit Zoning Code (SD 84A and SD 84B) has an existing General Plan Land Use Designation of
District Center.

General Commercial (GC)


General Commercial districts are key components in the economic development along the Citys arterial
transportation corridors. In addition, General Commercial land uses provide important neighborhood
facilities and services, including shopping, recreation, cultural and entertainment activities, employment
and education. The districts also provide support facilities and services for industrial areas including
office and retail, restaurants and various other services. The intensity standard application to this
designation is a floor area ratio of 0.5 to 1.0, though most General Commercial districts have a floor area
ratio of 0.5. Properties within the Transit Zoning Code (SD 84A and SD 84B) with an existing General
Plan Land Use Designation of General Commercial are located along First Street, along Fourth Street in
the Downtown and along Grand Avenue on the easterly boundary of the project area.

Industrial (IND)
The Industrial designation applies to those areas developed with manufacturing and industrial uses. The
maximum floor area ratio for this designation is 0.45. The majority of the properties within the eastern
portion of the Transit Zoning Code (SD 84A and SD 84B) area have an existing General Plan Land Use
Designation of Industrial.

4.7-2

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

NORTH
Transit Zoning Code Boundary

NOT TO SCALE

Source: City of Santa Ana GIS, January 2010.

01101 | JCS | 10

FIGURE 4.7-1

Transit Zoning Code (SD 84A and SD 84B) Map


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Transit Zoning Code Boundary

NORTH
NOT TO SCALE

Source: City of Santa Ana GIS, January 8, 2010.

01101 | JCS | 10

FIGURE 4.7-2

Existing Land Use


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7 Land Use

Institutional (INS)
The Institutional designation includes the Civic Center, other governmental facilities, City facilities and
public institutions, such as schools, etc. Only public properties of approximately 5 acres or more are
designated as Institutional. The maximum application floor area ratio standard for this designation is 0.5.
The 0.5 floor area ratio is used as a guideline since most development in this designation are State, federal
and local government facilities that are not subject to local development regulations. Properties with an
existing General Plan Land Use Designation within the Transit Zoning Code (SD 84A and SD 84B)
project area are found in the Civic Center, two school sites, and in the area surrounding the Santa Ana
Regional Transportation Center (SARTC) and the County of Orange maintenance yards.

Low Density Residential (LR-7)


The Low Density Residential designation applies to those areas of the City which are developed with
lower density residential land uses. Development in this category is characterized primarily by singlefamily homes. The allowable maximum development intensity is 7 units per acre. Properties with an
existing General Plan Land Use Designation of Low Density Residential within the Transit Zoning Code
(SD 84A and SD 84B) area are found in the neighborhood bisected by Eastwood Avenue and for several
properties north of Washington Avenue and east of Santiago Street.

Medium Density Residential (MR-15)


The Medium Density Residential designation applies to those sections of the City which are developed
with multi-family residential land uses. Development in this designation is characterized by duplexes,
apartments, or a combination of both. The allowable maximum development intensity is 15 units per
acre. Properties with an existing General Plan Land Use Designation of Medium Density Residential
comprise the majority of the central portion of the Transit Zoning Code (SD 84A and SD 84B) area.

Open Space (O)


The Open Space designation is applied to parks, water channels, cemeteries and other open space uses.
Both Birch Park and Sasscer Park, with are located within the Transit Zoning Code (SD 84A and
SD 84B) area, have an existing General Plan Land Use Designation of Open Space.

Professional and Administrative Office (PAO)


The Professional and Administrative Office designation applies to those areas where professional and/or
administrative offices are predominant, or where such development is being encouraged. These areas are
intended to provide a unique environment for office development in those areas of the City where office
uses are the predominant land use. The Professional and Administrative Office designation includes a
range of floor area ratios to differentiate development intensity and character in relation to adjacent land
uses. The areas with a floor area ratio of 0.5 are not major office centers, but rather have an established
character of lower intensity garden office and professional service uses. These areas are typically adjacent
to low density residential neighborhoods, or are converted residential office uses. Properties with an

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7-7

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

existing General Plan Land Use Designation of Professional and Administrative Office are found Bush
Street just south of Civic Center Drive.

Residential/Industrial (R/I-15)
The Residential/Industrial designation permits either residential development up to 15 units per acre or
industrial uses. Properties with an existing General Plan Land Use Designation of Residential/Industrial
are found in the Logan Neighborhood located east of Lincoln Avenue and north of Santa Ana
Boulevard.

Existing Zoning
Under the Citys existing zoning, there are five different commercial/professional zones located within
the Transit Zoning Code (SD 84A and SD 84B) area: General Commercial (C-2), Central Business (C-3),
Central Business-Artist Village (C-3A), Arterial Commercial (C-5), and Professional (P). The Central
Business District (Downtown) is zoned entirely for commercial uses and is strategically located in the
center of the plan bounded by Civic Center Drive. The remaining commercial zones are primarily located
along the major arterials or surrounding the Central Business District.
In addition to the commercial zones, there are two multi-family residential zones (R-2 and R-3) as well as
light and heavy industrial zones (M-1 and M-2). Properties zoned for residential use are generally located
in the Lacy and Logan Neighborhoods; Properties that are zoned for industrial use are located towards
the eastern side of the Transit Zoning Code (SD 84A and SD 84B) area, near the Santa Ana Freeway
(I-5) and the Atchison, Topeka & Santa Fe (AT&SF) Railroad.
There are also several Specific Development zones located in Lacy Neighborhood (SD 30), Logan
Neighborhood (SD 71) and the near the SARTC (SD 71). The purpose of a Specific Development zone
is to allow for project-specific zoning that sanctions creative and well-designed projects. Figure 4.7-3
(Existing Zoning) identifies the existing zoning within the Transit Zoning Code (SD 84A and SD 84B)
area. Multiple instances of existing zoning and General Plan inconsistencies are present throughout the
Transit Zoning Code (SD 84A and SD 84B) area

Surrounding Land Uses


The areas immediately surrounding the Transit Zoning Code (SD 84A and SD 84B) area include a range
of land uses, generally consistent with the adjacent districts within the Transit Zoning Code (SD 84A and
SD 84B) area. To the north of the Transit Zoning Code (SD 84A and SD 84B) area, abutting the
Government Center, are professional office uses. To the north of the Downtown is the Midtown
Specific Plan, which emphasizes the areas role as the urban center of the City through standards for
development and design that promote pedestrian activity. To the north of Lacy Neighborhood is a
French Park National Register Historic District (SD 19). To the north of Logan Neighborhood are a
range of multi-family residential, open space, light and heavy industrial uses, and the Santa Ana (I-5)
Freeway. Finally, to the north of the SARTC area is the I-5 Freeway.

4.7-8

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

NORTH
Transit Zoning Code Boundary

NOT TO SCALE

Source: City of Santa Ana GIS, January 8, 2010.

01101 | JCS | 10

FIGURE 4.7-3

Existing Zoning
0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7 Land Use

To the east of the Transit Zoning Code (SD 84A and SD 84B) area is a mix of residential and
commercial uses, while the west is primarily general commercial uses. To the south is a mix of residential
and commercial uses including a Heninger Park (SD 40), which is mostly residential in character, and
open space south of the Government Center district, commercial and open space uses south of the
Downtown and First Street, and industrial uses south of the SARTC area.

4.7.2

Regulatory Framework

Federal
Federal Empowerment Zone
Currently, thirty-five blocks of the Transit Zoning Code (SD 84A and SD 84B) area are located within
the Federal Empowerment Zone (FEZ). The FEZ is a ten-year designation that provides federal funding
and federal tax incentives to the Santa Ana FEZ community. Covering a four square mile area of Santa
Ana, the FEZ provides both business and residents services to the FEZ community.
Federal Wage Credit
As of January 1, 2002, any Santa Ana business located within the FEZ who hires or currently employs a
resident of the FEZ may earn an annual federal credit up to $3,000 per qualified employee.
Tax-Exempt Bond Financing
Through the FEZ, companies can apply for a tax-exempt federal bond to purchase new equipment,
renovate existing property, and purchase property. Companies wishing to use this type of financing must
employ 35 percent of FEZ residents to maintain the tax-exempt status of their bonds.

State
California Enterprise Zone
A 7,000-acre portion of the City was designated by the State as a California Enterprise Zone in 1993. The
proposed Transit Zoning Code (SD 84A and SD 84B) area falls partially within this area. The Enterprise
Zone provides businesses with state tax incentive programs designed to promote new business
development, as well as growth or expansion of existing businesses to revitalize the economy of the
community. Tax benefits include sales and use of tax credits on qualifying machinery and equipment,
hiring credits, business expense deductions, net loss operating carryovers, net interest deductions for
lenders, and employee tax credits. The term of the current Enterprise Zone will run until June 8, 2018.
Refer to Figure 4.7-4 (California Enterprise Zones).

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7-11

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Regional
Southern California Association of Governments (SCAG)
SCAG is the regional clearinghouse responsible for reviewing local plans, projects, and programs for
consistency with regional plans. SCAG bases its review of such projects on its adopted regional plans,
including Destination 2030: 2004 Regional Transportation Plan, 1996 Regional Comprehensive Plan and Guide, and
Compass Growth Vision. These plans establish goals and policies for the region. The California
Environmental Quality Act (CEQA) requires that EIRs discuss any inconsistencies between the
proposed plans and applicable general and regional plans. The policies related to land use are listed under
Impact 4.7-1 below, for which a consistency analysis is also provided. SCAG will use these criteria in
evaluating proposals for development.

Local
Santa Ana General Plan
The Santa Ana General Plan provides long-term guidance and policies for maintaining and improving the
quality of life in, and the resources of, the community, both manmade and natural. The General Plan
provides direction for the Citys growth and development. As a policy document, the General Plan serves
as a guide to the adoption of laws necessary to execute its intent. The Santa Ana General Plan contains
the following chapters:

Airport Environs (2008)


Growth Management (1991)
Education (1988)
Housing (2000)
Land Use (1998)
Circulation (1998)
Economic Development (1998)
Urban Design (1998)
Public Facilities Element (1982)
Public Safety Element (1982)
Conservation Element (1982)
Open Space, Parks and Recreation Element (1982)
Energy Element (1982)
Noise Element (1982)
Seismic Element (1982)

Regulations and policies in the General Plan related to land use are listed under Impact 4.7-1 below, for
which a consistency analysis is also provided. The City will use these criteria in evaluating proposals for
new development.

4.7-12

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Enterprise Zone Area


Santa Ana City Limits
Transit Zoning Code Boundary

LA VETA AV.

22

17TH
WASHINGTON

SANTA CLARA

21TH
20TH ST.
19TH ST.

ST.

AV.

TUSTIN

TRASK AV.

AV.

BAKER ST.

GARDEN GROVE BL.

20TH

WASHINGTON AV.
CIVIC CENTER DR.
5TH ST.
SANTA

BL.

ANA

MC FADDEN AV.

ST.

BRISTOL ST.

FAIRVIEW ST.

GRAND AV.

55

ST.

RE

DH

ILL

AV

FLOWER ST.
WARNER AV.

ROUSSELLE ST.

EDINGER AV.
BROADWAY

BL.

1ST

HARBOR

NEWHOPE ST.

EUCLID ST.

1ST ST.

DYER RD.
ST.

MACARTHUR BL.
AV.

AL

TO

N
AV

ANA R

IVER

SUNFLOWER

MAIN

GREENVILLE

SEGERSTROM ST.

SANTA

405

NORTH
NOT TO SCALE

Source: City of Santa Ana, 2010.

01101 | JCS | 10

FIGURE 4.7-4

California Enterprise Zones


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7 Land Use

Redevelopment Plans
As specified above, the proposed Transit Zoning Code (SD 84A and SD 84B) area is partially located
within the Citys Merged Project Area. The Merged Project Area is composed of six constituent project
areas totaling approximately 4,989 acres, or 29 percent of the total acres located in the City. The Transit
Zoning Code (SD 84A and SD 84B) area is located partially within the Downtown and Intercity Project
Areas (refer to Figure 4.7-5 [Santa Ana Redevelopment Project Areas]). The Santa Ana Redevelopment
Agencys 5-Year Implementation Plan describes the agencys short-term goals and objectives for blight
elimination and programs to create new employment opportunities, eliminate physical blight, encourage
private commercial/industrial rehabilitation, development, and capital investment, and develop, preserve
and rehabilitate affordable housing. The 5-Year Implementation Plan also lists a goal to implement the
Citys General Plan, and identifies specific projects proposed for implementation.
Santa Ana Zoning Code
The Citys Zoning Code outlines development standards for buildings, site size, height, setbacks, lot
coverage, minimum unit sizes, landscaping, parking, signs, fences, and other features. The current zones
within the Transit Zoning Code (SD 84A and SD 84B) area are described above; however, all properties
within the Transit Zoning Code (SD 84A and SD 84B) boundaries would be subject to the provisions of
the Transit Zoning Code (SD 84A and SD 84B), though those properties with existing designation of
Light Industrial (M1) and Heavy Industrial (M2) would have the provisions of the Transit Zoning Code
(SD 84A and SD 84B) implemented as overlay zones. The overlay will allow land owners to continue
using the land for industrial uses until such that they decide to convert future uses to the new zoning
allowed under the Transit Zoning Code (SD 84A and SD 84B). The proposed Transit Zoning Code
(SD 84A and SD 84B) and its contents would work in concert with the Santa Ana Zoning Code, and
supersede it when items appear in both documents. The Transit Zoning Codes (SD 84A and SD 84B)
addresses all aspects of development projects and their processing.

Proposed Transit Zoning Code (SD 84A and SD 84B)


The proposed Transit Zoning Code (SD 84A and SD 84B) provides zoning for the integration of new
infill development into existing neighborhoods, to allow for the reuse of existing structures, and to
provide a transit-supportive, pedestrian-oriented development framework to support the addition of new
transit infrastructure. . The Transit Zoning Code (SD 84A and SD 84B) will act as the planning tool that
guides and directs new development, economic development, streetscape improvements, transportation
development; parking; pedestrian amenities; open space and land use; preservation of cultural resources
and art space. The proposed Transit Zoning Code (SD 84A and SD 84B will provide this development
framework through establishment of the following zones:
Transit Village (TV) Zone. This zone is applied to areas adjacent to and north of the Transit
station, easterly to Interstate 5. This zone is intended to provide standards for compact transitsupportive mixed-use/residential development. This zone is characterized by a wide range of
building intensity, including mixed-use tower-on-podium buildings, commercial blocks, liners,
stacked flats, and courtyard housing. The zone accommodates retail, restaurant, entertainment, and

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7-15

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

other pedestrian-oriented uses at street level, with offices and flats above in the mixed-use building
types, at high intensities and densities. The landscape palette is urban, with shading and accent
street trees in parkway strips along Santa Ana Boulevard, and in sidewalk tree wells where on-street
parking is provided. Parking is accommodated on street, in structures with liner buildings and
underground.
Government Center (GCD) District. This zone is applied to the Civic Center area west of the
Downtown. This area accommodates a wide variety of civic uses, including Federal, State, and
local government offices and services, libraries, museums, community centers, and other civic
assembly facilities. Building types vary according to their public purpose, are programmed by
various government agencies for their specific sites, and therefore are not included in this code.
The landscape style is urban, emphasizing shading street trees in sidewalk tree wells, and in
landscaped public plazas.
Downtown (DT) Zone. This zone is applied to the historical shopping district of Santa Ana, a
vital, pedestrian-oriented area that is defined by multi-story urban building types (commercial
blocks, live-work, stacked dwellings, and courtyard housing in the Downtown edges)
accommodating a mixture of retail, office, light service, and residential uses. The standards of this
zone are intended to reinforce the form and character represented by pre-World War II buildings
and recognized as a National Historic District, through restoration, rehabilitation, and contextsensitive infill. The standards also facilitate the replacement or improvement of post-war
development that eliminated the pedestrian orientation of various downtown blocks (for example,
parking structures with no features of pedestrian interest along their entire lengths). The landscape
style is urban, emphasizing shading and accent street trees in sidewalk tree wells. Parking is
accommodated on street, and may also be in structures with liner buildings, underground, and
within block centers in surface lots not visible from streets.
Urban Center (UC) Zone. This zone is applied to the area surrounding the Downtown, and the
Transit Village, and serves as a transitional area to the surrounding lower-intensity neighborhoods
and to other areas where mixed-use and multi-unit residential buildings create a pedestrian-oriented
urban fabric. The zone provides for a variety of non-residential uses and a mix of housing types at
medium intensities and densities. Besides accommodating community-serving businesses, this zone
may also serve the daily convenience shopping and service needs of nearby residents. Building
types include mixed-use commercial blocks, stacked flats, live-work, rowhouses, and courtyard
housing. The landscape is urban, emphasizing shading street trees in sidewalk tree wells. Parking is
accommodated on-street, and may also be in structures with liner buildings and underground in
areas adjacent to the DT zone, and in surface lots away from street frontages.
Corridor (CDR) Zone. This zone is applied to properties fronting existing commercial corridors
and provides standards to improve pedestrian-orientation in a transit-supportive, mixed use area.
Mixed-use commercial block and live-work building types are at or near the sidewalk, and
accommodate street level retail, service, and office uses, with office and residential above. The
landscape style is urban, emphasizing shading street trees in sidewalk tree wells. Parking is
accommodated on-street, and in screened surface lots between buildings, or away from streets,
with no more than half the site frontage occupied by parking.

4.7-16

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Transit Zoning Code Boundary


NORTH
NOT TO SCALE

Source: City of Santa Ana, 2010.

01101 | JCS | 10

FIGURE 4.7-5

Santa Ana Redevelopment Project Areas


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7 Land Use

Urban Neighborhood 2 (UN-2) Zone. This zone is applied to primarily residential areas
intended to accommodate a variety housing types, with some opportunities for live-work, as well
as neighborhood-serving retail and dining. Appropriate building types include single dwellings,
duplexes, triplexes, and quadplexes, courtyard housing, rowhouses, and live-work. In some areas,
the more intense, hybrid building type is allowed where additional intensity is warranted while
maintaining compatibility with neighboring properties (refer to Regulating Plan). The landscape is
appropriate to a neighborhood, with shading street trees in parkway strips, and shallow-depth
landscaped front yards separating buildings from sidewalks. Parking is on street, and in garages
located away from street frontages.
Urban Neighborhood 1 (UN-1) Zone. This zone is applied to existing, primarily residential areas
and is intended to strengthen and stabilize the low intensity nature of these neighborhoods.
Appropriate building types include single dwellings, duplexes, triplexes, and quadplexes, and livework. The landscape is appropriate to a neighborhood, with shading street trees in parkway strips
and landscaped front yards separating buildings from sidewalks. Parking is on street, and in garages
located away from street frontages.
Industrial Overlay (IO) Zone. The IO Zone is applied to areas currently zoned Light Industrial
(M1) and Heavy Industrial (M2) to allow the types of land use activity and development permitted
by existing M1 and M2 zoning to continue until such time as the property owner chooses to apply
the new zones identified in Figure 4.7-1, at which point the property would be rezoned. Until the
property is rezoned as described above, property in the IO Zone shall be regulated by the existing
provisions of the M1 and M2 zones (SAMC 41, Article III, Divisions 18 and 19), as applicable.
Open Space (OS) Zone. This zone identifies areas reserved for community parks and other open
spaces. Allowable structures in this zone are limited to those necessary to support the specific
purposes of the particular open space area (e.g., sport-court enclosures and multi-purpose
buildings in active parks, and trails within passive parks).

4.7.3

Project Impacts and Mitigation

Analytic Method
The analysis in this section focuses on the compatibility of land uses identified in the proposed Transit
Zoning Code (SD 84A and SD 84B) with existing and planned land uses within and adjacent to the
Zoning Code (SD 84A and SD 84B) area, as well as consistency with any applicable land use plans,
policies, or regulations.

Thresholds of Significance
The following thresholds of significance are based on Appendix G of the 2009 CEQA Guidelines,
except where noted. In accordance with the requirements of CEQA and all applicable state and federal
environmental laws, implementation of the Transit Zoning Code (SD 84A and SD 84B) may have a
significant adverse impact on land use if it would result in any of the following:
Introduce new land uses that would result in conflicts of use
Physically divide an established community

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7-19

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

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) adopted for the purpose of avoiding or mitigating an environmental effect.
Conflict with any applicable habitat conservation plan or natural community conservation plan

Effects Found to Have No Impact


Threshold

Conflict with any applicable habitat conservation plan or natural community


conservation plan.

The Transit Zoning Code (SD 84A and SD 84B) area is not located within either a natural community
plan or applicable habitat conservation plan. The Transit Zoning Code (SD 84A and SD 84B) area does
not contain any critical or sensitive habitat. Therefore there would be no impact. No mitigation is
required. Impacts to potential biological resources are addressed in Section 4.3 (Biological Resources).

Effects Found to Be Less Than Significant


Threshold

Impact 4.7-1

Introduce new land uses that would result in conflicts of use.

The Transit Zoning Code (SD 84A and SD 84B) would not result in
conflicts of use. This impact is considered less than significant.

Land use incompatibility can occur where differences exist among uses that are located in close proximity
to each other. These incompatibilities may result from differences in the physical scale of development,
noise levels, traffic levels, hours of operation, and other factors. The potential for conflicts within the
Transit Zoning Code (SD 84A and SD 84B) exists in particular where residential land uses are proposed
within mixed use developments (e.g., residential uses placed in proximity to commercial, office and
entertainment uses), and where residential uses may be located adjacent to existing and/or permitted
industrial development.
Unlike conventional zoning maps that typically divide cities into zones that rigidly segregate residential,
commercial, industrial, and institutional uses into separate areas, and thereby require residents to drive or
use public transportation for nearly all daily activities, the proposed Transit Zoning Code (SD 84A and
SD 84B) provides for a significant mixture of land uses that are based on development intensity (instead
of land use zones) as the spatial basis for regulating development. The transition of the Transit Zoning
Code (SD 84A and SD 84B) area from predominantly segregated land uses, to mixed-use and integrated
development at higher densities would occur over time as individual properties are developed under the
Transit Zoning Code (SD 84A and SD 84B) standards and guidelines. Additionally, the Transit Zoning
Code (SD 84A and SD 84B) aims to connect and provide a more subtle transition between existing noncompatible uses.
Currently, only the C-5, C-3A, and SD 71 zones within the Transit Zoning Code (SD 84A and SD 84B)
area permit mixed-use development in the form of residential units above ground-floor retail or livework units. The proposed Transit Zoning Code (SD 84A and SD 84B) would permit mixed-use
4.7-20

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7 Land Use

development in each zone of the Transit Zoning Code (SD 84A and SD 84B), including live-work units
within the Urban Neighborhood 1 (UN-1) Zone. Currently, the M1 and M2 zones within the Transit
Zoning Code (SD 84A and SD 84B) area permit industrial development. These existing zones are located
towards the eastern side of the Transit Zoning Code (SD 84A and SD 84B) area. The proposed Transit
Zoning Code (SD 84A and SD 84B) would allow the existing Industrial zoning to remain in place with
the introduction of an Industrial Overlay Zone (IO). The new zoning, which could be exercised at the
discretion of the property owner, includes Transit Village (TV), Urban Center (UC), Corridor (CDR),
Urban Neighborhood 2 (UN-2), and Urban Neighborhood 1 (UN-1). Limited light manufacturing uses,
unrelated to the existing light and heavy industrial uses, would be permitted within the Transit Village
(TV), Downtown (DT), and Urban Center (UC) zones. These uses include artisan/craft production,
cabinet and furniture making, media production, research and development, and printing. These uses are
also allowed, to a more limited extent and subject to the issuance of a conditional use permit, within the
Urban Neighborhood (UN-2) zone.
The proposed Transit Zoning Code (SD 84A and SD 84B) acknowledges the potential conflict between
abutting residential and industrial land uses, as well as residential land uses within mixed-use
configurations, and has developed thorough land use regulations and design guidelines to address
incompatibility issues. In all cases, the types of activities and intensity of development would be
controlled by strict land use standards, such that incompatibilities are minimized. Furthermore,
residential uses adjacent to industrial development already exist within the Transit Zoning Code (SD 84A
and SD 84B) area, and it is the intent of the proposed Transit Zoning Code (SD 84A and SD 84B) to
address these existing incompatibilities. While the Transit Zoning Code (SD 84A and SD 84B) would
allow for building heights and intensities beyond those which currently exist, the code contains detailed
design and development standards that thoroughly address the scale and compatibility of new
development to ensure that any new development is respectful of the context, scale and form of existing
neighborhoods.
The Transit Zoning Code (SD 84A and SD 84B) provides policies and regulations that would minimize
conflicts among potentially incompatible land uses, particularly within mixed use developments and
adjacent residential and industrial uses, and would protect the scale and character of existing
development. The Urban Standards portion of the Transit Zoning Code (SD 84A and SD 84B) sets forth
building siting and orientation standards including setbacks and buffers to reduce conflict among uses.
Transit Zoning Code (SD 84A and SD 84B) also contains operational standards for nonresidential uses
to protect adjacent uses from potential detrimental effects by reason of noise, odor, refuse matter, light,
vibration, inadequate screening, or lack of proper maintenance of grounds or buildings, and requires that
all property is maintained in a safe, sanitary, and attractive condition, including but not limited to
structures, landscaping, parking area, walkways, and trash enclosures.
Land Use changes are further discussed below for each District. Land use changes are summarized in
Table 4.7-1 (Summary of Key Land Use Changes by District in Specific Plan Area) below.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7-21

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.7-1
Geographic
Area

Government
Center

Summary of Key Changes in Transit Zoning Code Areas

Existing Uses

Civic uses

Future
Permitted Uses

Same as existing

Existing
Building
Heights

Future Allowable
Building Heights
Min/Max

District Objectives

One to
twenty
stories

Same as existing

Provide for linkages


between the Civic Center
employment base, the
SARTC and the
Downtown.

One to ten stories


(ten stories only
allowed in limited
locations)

Allow for residential uses


on upper floors of
existing buildings, ensure
compatibility of new
buildings within historic
context.

One to five stories

Strengthen the presence


of commercial buildings
and allow for new
economic development.

Downtown

Commercial, Civic,
residential and mixeduse

Commercial, Civic, residential


and mixed-use

Two to
six
stories

First Street

Residential and
commercial

Same as existing with addition


of mixed use

One to
two
stories

Lacy
Neighborhood

Single- and multi-family


residential,
neighborhood, schools,
churches, commercial,
and industrial at east
end

Same as existing with the


addition of mixed-use,
including neighborhoodserving retail, an Industrial
Overlay Zone, and new open
space

One to
four
stories

One to five stories

Combination of
restoration and sensitive
infill offset by enhanced
open space to stabilize
and complete
neighborhood.

Logan
Neighborhood

Single-family houses,
neighborhood
commercial, and
industrial

Same as existing with the


addition of mixed-use,
including neighborhood
serving retail, and an
Industrial Overlay Zone

One to
two
stories

One to five stories


(five stories only
allowed in limited
locations along
Santiago Ave.)

Strengthen the
residential character of
the neighborhood.

Rail Station

Industrial, residential,
mixed-use, commercial

Commercial/retail, office,
residential, mixed-use,
industrial, entertainment, open
space

One to
two
stories

Three to twentyfive stories

Create a high intensity


mixed-use and transitsupportive environment.

SOURCE:

PBS&J 2010

Provided that the Transit Zoning Codes (SD 84A and SD 84B) design and development standards are
implemented into the design of individual projects, land use impacts to existing development within the
Transit Zoning Code (SD 84A and SD 84B) area and adjacent communities would be less than
significant. The land use character of the Transit Zoning Code (SD 84A and SD 84B) area would change
from a largely land-use-segregated identity to an interconnected mixed-use environment, with emphasis
on walkability, context-sensitive in-fill development, strengthening of existing neighborhoods,
connections to downtown and public transit, and variety in building type, intensities, and public space.
The proposed Transit Zoning Code (SD 84A and SD 84B) aims to improve the compatibility between
land uses and the interconnectedness between communities. As a result, impacts to established
communities within and adjacent to the Transit Zoning Code (SD 84A and SD 84B) area would be less
than significant.

4.7-22

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7 Land Use

Threshold

Impact 4.7-2

Physically divide an established community

The proposed Transit Zoning Code (SD 84A and SD 84B) would not
physically divide an established community. This impact is considered less
than significant.

The proposed Transit Zoning Code (SD 84A and SD 84B) does not include any features that would be
considered divisive. Indeed, the intent of the Transit Zoning Code (SD 84A and SD 84B) is to establish a
regulating plan that guides the type of development that contributes to connectivity. The code contains
design and development standards that specifically address building form, particularly as to the ways in
which the buildings address the street and public realm, requiring that the ground floors of new buildings
(the part of the building that most affects the pedestrian experience) contain active uses and/or has a
design that enhances the public realm. Such design considerations include, but are not limited to, the
prohibition of blank walls, the requirement for architectural features, such as front porches and stoops,
and the overall emphasis on quality design and materials. By ensuring that any new buildings are designed
to enhance the pedestrian experience, the Transit Zoning Code (SD 84A and SD 84B) provides the
foundation for a walkable and transit-supportive environment. This environment is designed to be
inherently connected and discourages any design, development, or subdivision practices that would
divide the community. In addition Section - 6.0 Subdivision Standards and Section 7.0 - Street and
Network Standards contained within the Transit Zoning Code (SD 84A and SD 84B) establish further
standards regarding block and street sections that further contribute to development patterns that
maximize walkability and connectivity.
The design and development standards contained within the Transit Zoning Code (SD 84A and SD 84B)
guide new development such that it respects existing development and communities and aims to achieve
sensitive infill, repair, and restoration to reinforce community character, and stabilize and enhance
existing neighborhood. Each component of the Transit Zoning Code (SD 84A and SD 84B) aims to
build community and cohesiveness, from the site-specific level to the Transit Zoning Code (SD 84A and
SD 84B) area as a whole.
The Transit Zoning Code (SD 84A and SD 84B) is intended to allow cohesive development, and
promote the integration of land uses through compatible building types and their relationship to the
public realm. Standards related to public realm improvements would enhance and unify existing
development with new development and create linkages to adjacent communities through pedestrian
amenities and an integrated and interconnected open space and landscaping network.
Because the proposed Transit Zoning Code (SD 84A and SD 84B) would encourage connectivity,
potential impacts to established communities within and adjacent to the Transit Zoning Code (SD 84A
and SD 84B) area would be less than significant.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7-23

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Threshold

Impact 4.7-3

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) adopted for the
purpose of avoiding or mitigating an environmental effect.

The proposed Transit Zoning Code (SD 84A and SD 84B) would conflict
with the Santa Ana General Plan by adopting standards and land uses not
currently allowed within the proposed Transit Zoning Code (SD 84A and
SD 84B) area; however, as part of the proposed project, the General Plan
would be amended to incorporate the proposed land uses and development
standards. Therefore, this impact would be considered less than

significant.

Because the proposed Transit Zoning Code (SD 84A and SD 84B) was prepared eight years or more
after the last update to the Citys current General Plan, the provisions of the Transit Zoning Code
(SD 84A and SD 84B) represent more current community intentions for the character and quality of
development in the areas covered by the plan than are reflected in the existing, older General Plan. In
particular, the code establishes zoning designations that identify differences in the desired form and
character of development, in addition to the land use distinctions that are the focus of the General Plan's
Land Use Element (1998), and provide for key changes in the intensity and density of development.
Therefore, the provisions of the existing General Plan that are superseded by the directions proposed in
the Transit Zoning Code (SD 84A and SD 84B) will be revised simultaneously with the adoption of the
Transit Zoning Code (SD 84A and SD 84B). The changes to these provisions are evaluated in this EIR.
The key General Plan policies that are implemented by the Transit Zoning Code (SD 84A and SD 84B)
are found in the Land Use and Urban Design Elements of the General Plan, listed below according to
the element in which they appear.
Adoption of the proposed Transit Zoning Code (SD 84A and SD 84B) would conflict with the currently
adopted General Plan by permitting additional uses not currently permitted by the General Plan,
including mixed-use development, and by increasing the FARs currently allowed by the General Plan,
such as the new Transit Village (TV), and Urban Center (UC) zones, where the current limitation is 2.0,
and which will be increased to an average of nearly 5.0. The Santa Ana General Plan will be amended as
part of the approval process of the proposed Transit Zoning Code (SD 84A and SD 84B) to include the
Transit Zoning Code (SD 84A and SD 84B). Therefore, impacts of the proposed Transit Zoning Code
(SD 84A and SD 84B) would be less than significant.
As specified above, the Transit Zoning Code (SD 84A and SD 84B) designates new zones within the
Transit Zoning Code (SD 84A and SD 84B) area, including corresponding development standards for
each zone. The provisions of the proposed Transit Zoning Code (SD 84A and SD 84B) would apply to
all properties within the Transit Zoning Code (SD 84A and SD 84B) area, and would supersede the
provisions of the existing Zoning Code when items appear in both documents. Nevertheless, the
proposed plan and its contents work in concert with the Santa Ana Zoning Code. Therefore, adoption of
the proposed Transit Zoning Code (SD 84A and SD 84B) would be complementary to, and compatible
with the existing Zoning Code.

4.7-24

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7 Land Use

As required by Section 15125(d) of the CEQA Guidelines, the land use section of the EIR shall discuss
any inconsistencies between the proposed Transit Zoning Code (SD 84A and SD 84B) and applicable
regional and local plan policies that pertain to land use. The regional plans relevant to the proposed
Transit Zoning Code (SD 84A and SD 84B), as listed above under Regulatory Framework, include those
prepared by the Southern California Association of Governments (SCAG): Destination 2030: 2004
Regional Transportation Plan (RTP), Regional Comprehensive Plan and Guide (RCPG)1996 Version,
and Compass Growth Version. The local plan relevant to the proposed Specific Plan, and for which a
consistency analysis is also provided includes the City of Santa Ana General Plan. Consistency of the
proposed Transit Zoning Code (SD 84A and SD 84B) with applicable regional and local plans is
provided in the following sections below.

Consistency with Applicable Regional Plan Policies


Regional Plans
Southern California Association of Governments
2008 Regional Transportation PlanAdopted 2008 RTP Land Use Goals
1. Identify regional strategic areas for infill and investment. Identify strategic opportunity areas for
infill development of aging and underutilized areas and increased investment in order to
accommodate future growth. This strategy makes efficient use of existing and planned
infrastructure, revitalizes communities, and maintains or improves quality of life.
2. Identify strategic centers based on a three-tiered system of existing, planned, and potential, relative
to transportation infrastructure. This strategy more effectively integrates land use planning and
transportation investment.
3. Create mixed-use districts or complete communities in strategic growth areas through a
concentration of activities with housing, employment, and a mix of retail and services, located in
close proximity to each other. Focusing a mix of land uses in strategic growth areas creates
complete communities wherein most daily needs can be met within a short distance of home,
providing residents with the opportunity to patronize their local area and run daily errands by
walking or cycling rather traveling by automobile.
4. Intensify nodes along corridors with people-scaled, mixed-use developments. Many existing
corridors lack the residential and commercial concentration to adequately support non-auto transit
uses, without which the existing transit system cannot fully realize its potential for accommodating
additional trips and relieving the transportation system. These nodes along the corridor also create
vibrant, walkable communities with localized access to amenities, further reducing reliance on the
automobile for a variety of trips.
5. Pedestrian-friendly environments and more compact development patterns in close proximity to
transit serve to support and improve transit use and ridership. Focusing housing and employment
growth in transit-accessible locations through this transit-oriented development approach will
serve to reduce auto use and support more multimodal travel behavior.
6. Shifts in the labor force, as the large cohort of aging baby boomers retires over the next 15 years
and is replaced by new immigrants and echo boomers, will likely induce a demand shift in the

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7-25

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

housing market for additional development types such as multi-family and infill housing in central
locations, appealing to the needs and lifestyles of these large populations.
7. Continue to protect stable existing single-family neighborhoods as future growth and a more
diverse housing stock are accommodated in infill locations near transit stations, in nodes along
corridors and in existing centers. Concurrently, focusing growth in central areas and maintaining
less development in outlying areas preserves the housing option for large-lot single-family homes,
while reducing the number of long trips and vehicle miles traveled to employment centers.
8. Ensure access to open space and habitat preservation despite competing quality-of-life demands
driven by growth, housing, and employment needs, and traditional development patterns.
Development patterns that focus growth in centers and corridors make the most efficient use of
developed land and minimize encroachment on public open space and natural habitat. This
approach would ensure improved access to existing large-scale and neighborhood-scale open
space.
9. Continue public outreach efforts and incorporate local input through the Integrated Growth
Forecast process. This innovative approach provides a more accurate forecast that integrates future
land use and transportation planning through growth projections for population, employment,
households, and housing units. Public workshops, scenario planning, and stakeholder outreach
improve the accuracy and feasibility of pursuing regional plans at the local level.
Consistency Analysis: The Transit Zoning Code (SD 84A and SD 84B) would complement the Citys
transportation investments by supporting growth and intensification of land uses in an existing urban
environment, and do so in a manner that enhances streetscapes and facilitates increasing the use of
alternative modes of transportation. Specifically, the project contains such design and development
standards that specifically addresses the ways in which new buildings meet the street, thus ensuring an
environment that is conducive to walking.
The Transit Zoning Code (SD 84A and SD 84B) lists, as opportunities, the existing transit system, with
current plans to expand modes and service, and the regionally important Santa Ana rail station, with an
upcoming increase in Metrolink service. The project aims to capitalize on Santa Ana, and the regions,
transportation investments through introducing transit-supportive development and related land uses
adjacent to both the rail station and the Santa Ana Freeway. Specifically, the transit-supportive
development and related land uses such as those anticipated for the Transit Village (TV) Zone provide
for a significant employment center adjacent to the Santa Ana Regional Transportation Center (SARTC),
encouraging increased transit use and minimizing the need for roadway expansion.
Future development within the Transit Zoning Code (SD 84A and SD 84B) area will take place through
infill development or recycling and/or combining land uses, creating highly-amenitized streetscapes that
facilitate and inspire walking, biking, an increased utilization of existing public transportation systems,
and connectivity between districts. Adoption of the project supports the Citys existing and future
transportation investments, maximizes the use of the rail station, OCTA bus service, and Metrolink
service through significant transit-supportive development, improves walkability, and provides for more
flexibility in parking standards and more efficient use of existing parking resources. The proposed Transit
Zoning Code (SD 84A and SD 84B) is consistent with this goal.

4.7-26

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7 Land Use

Regional Comprehensive Plan (RCP2008)


SCAG shall encourage existing or proposed local jurisdictions programs aimed at designed land
uses which encourage the use of transit and thus reduce the need for roadway expansion, reduce
the number of auto trips and vehicle miles traveled, and create opportunities for residents to walk
and bike.
SCAG shall encourage local jurisdictions plans that maximize the use of existing urbanized area
accessible to transit through infill and redevelopment.
SCAG shall support local plans to increase density of future development located at strategic
points along the regional commuter rail, transit systems and activity centers.
SCAG shall support local jurisdictions strategies to establish mixed-use clusters and other transitoriented development around transit stations and along transit corridors.
SCAG shall encourage developments in and around activity centers, transportation corridors,
underutilized infrastructure systems, and areas needing recycling and redevelopment.
SCAG shall encourage planned development in locations least likely to cause adverse
environmental impacts.
Consistency Analysis: As discussed in the previous consistency analysis, the purpose of the proposed
Transit Zoning Code (SD 84A and SD 84B) is to introduce mixed-use and transit-supportive
development and a rich supply of public amenities to encourage walking, biking, and facilitate the use of
public transit. New development will occur through infill development and recycling of certain properties
as the area is nearly built out, and new development standards will allow for greater intensity of use to
promote growth in a transit-accessible location, such as the new Downtown (DT), Transit Village (TV),
and Urban Center (UC) zones. The Transit Zoning Code (SD 84A and SD 84B) area is ideally located for
increased growth by its proximity to major transit systems and its adjacency to existing residential
communities and an established gridded street network. The proposed Transit Zoning Code (SD 84A
and SD 84B) would be supportive of the existing transportation network, and create amenity-enriched
connections between the Government Center and Rail Station, and improve area-wide walkability.
Therefore, the proposed Transit Zoning Code (SD 84A and SD 84B) is consistent with the policies
contained in SCAGs RCP.
Compass Growth Vision
Promote people-scaled pedestrian-friendly communities
Provide a variety of housing types in each community to meet the housing needs of all income
levels
Focus development in urban centers and existing cities
Develop strategies to accommodate growth that use resources efficiently, eliminate pollution, and
significantly reduce waste
Utilize green development techniques
Consistency Analysis: The Transit Zoning Code (SD 84A and SD 84B) delineates standards for new
development within the plan area that will improve pedestrian convenience and comfort while

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7-27

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

continuing to effectively accommodate vehicle travel, mix land uses that are compatible with one another
both because of allowed land use types being inherently compatible and mutually supportive, and
because the standards for building design provide for locating buildings of similar profile, height, and
mass together. The Transit Zoning Code (SD 84A and SD 84B) development standards are specifically
designed to promote people-scaled pedestrian-friendly communities. The Transit Zoning Code
(SD 84A and SD 84B) emphasizes pedestrian-orientation, and mixing land uses to promote and enhance
the experience of walking as a viable alternative to driving within the Transit Zoning Code (SD 84A and
SD 84B) area.
A variety of housing types are also encouraged in the Transit Zoning Code (SD 84A and SD 84B) area,
including live/work units, attached row houses, high-quality stacked flats, courtyard and cluster housing,
duplex/triplex/quadplex, and single dwellings. The Transit Zoning Code (SD 84A and SD 84B) would
also include affordable housing, consistent with the goals and policies of the City's Housing Element, in
order to serve a spectrum of buyers and household types. The City would ensure
that developers participate in helping the City meet its affordable housing goals by constructing
inclusionary units, paying in-lieu fees, or other alternatives. The Developer project proposed for the
Agency properties will include a component of affordable housing.
The Transit Zoning Code (SD 84A and SD 84B) area is located in and around the downtown area,
considered a major development area and a regional office destination. Therefore, the Transit Zoning
Code (SD 84A and SD 84B) would be consistent with SCAGs goal of focusing development in urban
centers and existing cities.
As discussed previously, the Transit Zoning Code (SD 84A and SD 84B) would introduce mixed-use
development and an increase of open space in an existing urban environment. By doing this, the City is
able to accommodate growth in a manner that utilizes existing resources and facilities, encourages
environmentally friendly practices (i.e., walking, biking, public transit), and enhances the environment
with permeable surfaces and energy efficient practices. As such, the Transit Zoning Code (SD 84A and
SD 84B) would help to accomplish SCAGs policies to accommodate growth that use resources
efficiently, eliminate pollution, and significantly reduce waste.
The Transit Zoning Code (SD 84A and SD 84B) contains development policies and standards that
address energy conservation and efficient use of resources (e.g. efficient low-energy lighting for tenant
signage). While the Transit Zoning Code (SD 84A and SD 84B) does not identify green construction
methods that would encourage the use of energy-efficient building materials in the construction of new
development, the Transit Zoning Code (SD 84A and SD 84B) does not obstruct the utilization of
green development techniques. In addition, the criteria established by the United States Green Building
Council (USGBC) used to certify projects through their LEEDGreen Building Certification System
includes categories for location within an already urbanized setting, proximity to public transit and re-use
of existing buildings as all significantly contributing to a buildings green rating. The Transit Zoning
Code (SD 84A and SD 84B) inherently supports sustainable and green development practices.
Based on the analysis above, the Transit Zoning Code (SD 84A and SD 84B) is consistent with the
applicable policies within SCAGs Compass Growth Vision. Table 4.7-2 (SCAG Regional

4.7-28

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7 Land Use

Comprehensive Plan Policies [2008]) includes a detailed discussion of consistency with SCAG RCP
policies.
Table 4.7-2

SCAG Regional Comprehensive Plan Policies (2008)

SCAG RCP Policies

Project Consistency

Land Use and Housing Goals


Focusing growth in existing and emerging centers and
along major transportation corridors.

The Transit Zoning Code (SD 84A and SD 84B) area contains the I-5
Corridor, and the Santa Ana Regional Transportation Center (SARTC),
which has both train and bus lines. The City is currently studying the
addition of a Fixed Guideway System to expand transit opportunities from
the SARTC through the Civic Center. The Transit Zoning Code (SD 84A
and SD 84B) creates new zoning districts that allow for compact, transitsupportive development that is well-served by existing and future transit.

Creating significant areas of mixed-use development and


walkable, people scaled communities.

The Transit Zoning Code (SD 84A and SD 84B) contains design and
development standards that specifically addresses the ways in which new
buildings meet the street, thus ensuring an environment that is conducive
to walking.

Providing new housing opportunities, with building types


and locations that respond to the regions changing
demographics.

The Transit Zoning Code (SD 84A and SD 84B) area has a wide range of
existing neighborhoods that include varied building types. The code
provides design and development standards that would allow for a broad
range of housing types from studio units for seniors to multi-bedroom units
for large families in order to address the demographic needs of the Citys
residents.

Targeting growth in housing, employment, and commercial


development within walking distance of existing and
planned transit stations.

The Transit Zoning Code (SD 84A and SD 84B) emphasizes pedestrianorientation, and mixing land uses to promote and enhance the experience
of walking as a viable alternative to driving within the code area. The
transit-supportive development and related land uses anticipated for the
Transit Village (TV) Zone also implement this policy, by providing for a
significant employment center adjacent to the Santa Ana Regional
Transportation Center (SARTC) encouraging increased transit use and
minimizing the need for roadway expansion, thus reducing the number of
auto trips and vehicle miles traveled. Future plans for the SARTC area
include the expansion of transit service through the development of a Fixed
Guideway System, further supporting this goal.

Injecting new life into under-used areas by creating vibrant


new business districts, redeveloping old buildings and
building new businesses and housing on vacant lots.

The transit-supportive development and related land uses anticipated for


the Transit Village (TV) Zone implement this policy by providing for a
significant employment center adjacent to both the rail station and the
Santa Ana Freeway, making use of existing infrastructure and
transportation systems and planning for the future development of
underutilized areas, particularly the properties within the County of Orange
maintenance yards, in need of recycling.

Preserving existing, stable, single-family neighborhoods.

The Transit Zoning Code (SD 84A and SD 84B) establishes the Urban
Neighborhood 1 (UN-1) Zone that is proposed to be applied over two
existing, small-scale, single-family neighborhoods. This zoning would serve
to strengthen and reinforce the residential character of these
neighborhoods and protect them from encroachment of incompatible land
uses and development types over the long term.

Protecting important open space, environmentally sensitive


areas, and agricultural lands from development.

The Transit Zoning Code (SD 84A and SD 84B) area is a completely
urbanized, built-out environment that does not contain large expanses of
undeveloped open space, environmentally sensitive areas or agricultural
lands.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7-29

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.7-2

SCAG Regional Comprehensive Plan Policies (2008)

SCAG RCP Policies

Project Consistency

Open Space and HabitatNatural Lands Goals


Conserving natural lands that are necessary to preserve
the ecological function and value of the regions
ecosystems.

The Transit Zoning Code (SD 84A and SD 84B) area is an entirely
urbanized, built-out environment. Please refer to EIR Section 4.3 (Biological
Resources) for a discussion of impacts to open space and wildlife impacts.

Conserving wildlife linkages as critical components of the


regions open space infrastructure.
Coordinating transportation and open space to reduce
transportation impacts to natural lands.
Open Space and HabitatCommunity Open Space Goals
Creating new community open space that is
interconnected, accessible, equitably distributed, provides
public health benefits, and meets the changing and diverse
needs of communities;

Implementation of the Transit Zoning Code (SD 84A and SD 84B) contains
a component of approximately 1.5 acres of new public open space that will
be publicly accessible and situated in an area that is underserved for park
space.

Improving existing community open space through urban


forestry and other programs that provide environmental
benefits.

The Transit Zoning Code (SD 84A and SD 84B) contains landscaping
standards and street design standards that require new trees in numbers
sufficient enough to create new, and strengthen the existing, urban forest of
the City of Santa Ana.

Open Space and HabitatAgricultural Lands Goals


Preserve the productivity and viability of the regions
agricultural lands while supporting a sustainable economy
and region by:
Maintaining a viable level of agriculture to support
economic and food supply needs for the region while
supporting sustainable energy, air quality and
transportation policies

The Transit Zoning Code (SD 84A and SD 84B) area is located within an
entirely urbanized area that does not contain any agricultural lands. The
City of Santa Ana works with local non-profits to establish community
gardens and to educate the public about the benefits of a healthy diet.

Promoting and supporting a strong locally grown food


system by encouraging community farming and
developing cooperative farming initiates that use
sustainable farming practices
Water Goals
Develop sufficient water supplies through environmentally
sustainable imports, local conservation and conjunctive
use, reclamation and reuse to meet the water demands
created by continuing regional growth.
Achieve
water
quality
improvements
through
implementation of land use and transportation policies and
programs that promote water stewardship and eliminate
water impairments and waste in the region.

4.7-30

The Transit Zoning Code (SD 84A and SD 84B) provides for compact,
mixed-use, transit supportive development in an already urbanized area
served by public transit. Reductions in landscape setbacks, encouragement
of the use of drought tolerant plants and adherence to current building
codes all serve to promote water stewardship.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7 Land Use

Table 4.7-2

SCAG Regional Comprehensive Plan Policies (2008)

SCAG RCP Policies

Project Consistency

Reduce our regions consumption of non-renewable energy


by:

While the Transit Zoning Code (SD 84A and SD 84B) does not specifically
address the development of renewable energy resources, it does provide a
foundation for a transit-supportive environment making the development of
public transit options more viable and thereby reducing the communitys
dependence on non-renewable energy sources, as well as reducing the
environmental impacts of such fuels.

Energy Goals

Supplying the energy needs of the region today in a


way that reduces the negative environmental impacts,
social inequities, and economic hardship on future
generations
Developing the infrastructure and social capital to
adapt to a future energy economy with a constrained
supply
Increase the share of renewable energy in the region by:
Ensuring the resiliency of the regions economy by
encouraging and supporting renewable energy
infrastructure
Developing renewable energy sources that reduce the
amount of air emissions emitted through the
combustion of fossil fuels
Air Quality Goals
Reduce emissions of criteria pollutants to attain federal air
quality standards by prescribed dates and state ambient air
quality standards as soon as practicable.

The project would generate emissions that exceed the thresholds of


significance recommended by the SCAQMD for VOC, and NOX, CO, and
PM10. This is identified as a significant and unavoidable impact in this
document. However, the mixed-use concept of the project is intended to
promote walkable environments, which limit the need to drive by locating
services within close distance to jobs and residential areas, thereby
minimizing pollution and waste created by the automobile. In addition, the
project would have much lower vehicle miles traveled (VMT) than a similar
level of development elsewhere in the region due to its proximity to transit,
as well as the type and mix of uses throughout the Transit Zoning Code
area. The project would be consistent with this goal.

Reverse current trends in greenhouse gas emissions to


support sustainability goals for energy, water supply,
agriculture, and other resource areas.

By percentage, the transportation sector is the largest contributor to


greenhouse gas emissions in California, followed by residential and
commercial energy use. Implementation of the project would generate
greenhouse gases through the construction and operation of new
residential, commercial, and recreational uses. However, there are many
characteristics of the project that reduce the total greenhouse gas
emissions compared to a comparable level of development that would
occur elsewhere in the region. As an infill project, located at the center of
the region and in immediate proximity to transit, the project would result in a
relatively high use of non-polluting modes of transportation (such as
walking, biking, transit, etc.). The project would have much lower vehicle
miles traveled (VMT) than a similar level of development elsewhere in the
region due to its proximity to transit, as well as the type and mix of uses
throughout the Transit Zoning Code area. The project would represent the
type of growth that will help the State achieve consistency with AB 32 and
is consistent with this goal.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7-31

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.7-2

SCAG Regional Comprehensive Plan Policies (2008)

SCAG RCP Policies

Project Consistency

Minimize land uses that increase the risk of adverse air


pollution-related health impacts from exposure to toxic air
contaminants, particulates (PM10, PM2.5, ultrafine), and
carbon monoxide.

The project would generate emissions that exceed the thresholds of


significance recommended by the SCAQMD for VOC, and NOX, CO, and
PM10. This is identified as a significant and unavoidable impact in this
document. However, as analyzed and discussed in Section 4.2 (Air Quality)
of this document, upon buildout, sensitive receptors located in close
proximity to intersections adjacent to the project area would not be exposed
to substantial pollutant concentrations. The project is consistent with this
goal.

Expand green building practices to reduce energy-related


emissions from developments to increase economic
benefits to business and residents.

Future development under the project would be required to comply with AB


32 and Title 24. In addition, the project would include Mitigation Measures
MM4.13-1 through MM4.13-3. These measures include such actions as
green building design measures and resident education of transportation
options. These measures expand on the existing requirements under AB 32
and Title 24; the project would be consistent with this goal.

Solid Waste Goals


A region that conserves our natural resources, reduces our
reliance on landfills, and creates new economic
opportunities in the most environmentally responsible
manner possible.

As a zoning document, the Transit Zoning Code (SD 84A and SD 84B)
does not specifically address regional solid waste issues.

Transportation Goals
A more efficient transportation system that reduces and
better manages vehicle activity.
A cleaner transportation system that minimizes air quality
impacts and is energy efficient.

One of the primary objectives of the Transit Zoning Code (SD 84A and
SD 84B) is to create a transit-supportive environment that minimizes the
need for private automobile transportation and allows for the viable
development of expanded access to public transit. The Transit Zoning
Code (SD 84A and SD 84B) area includes the Santa Ana Regional
Transportation Center (SARTC) and is also well-served by OCTA bus lines.

Security and Emergency Preparedness Goals


Ensure transportation safety, security, and reliability for all
people and goods in the region.

The Transit Zoning Code (SD 84A and SD 84B) requires conformance with
all adopted safety standards.

Prevent, protect, respond to, and recover from major


human-caused or natural events in order to minimize the
threat and impact to lives, property, the transportation
network, and the regional economy.
Economy Goals
Increase job growth to add three million jobs to the regional
economy by 2035.

4.7-32

The Transit Zoning Code (SD 84A and SD 84B) is consistent with this goal
by allowing new housing near existing jobs, and permitting higher densities,
thereby promoting job growth in a proposed mixed-use, urban center. In
addition, the transit-supportive development and related land uses
anticipated for the Transit Village (TV) Zone are consistent with this goal by
providing for a significant employment center adjacent to both the rail
station and the Santa Ana Freeway, making use of existing infrastructure
and transportation systems and planning for the future development of
underutilized areas, particularly the properties within the County of Orange
maintenance yards, in need of recycling.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7 Land Use

Table 4.7-2

SCAG Regional Comprehensive Plan Policies (2008)

SCAG RCP Policies

Project Consistency

Reduce gaps in educational achievement between different


racial and ethnic groups.

As a zoning document, the Transit Zoning Code (SD 84A and SD 84B)
does not specifically address educational achievement issues; however,
the Transit Zoning Code allows for the viable development of expanded
access to public transit, which would increase the educational choices of
underserved racial and ethnic groups. In addition, Mitigation Measure
MM4.10-4 would require individual project developers to pay school impact
fees prior to the issuance of occupancy permits, ensuring that no disparities
in educational facilities arise in through future buildout of the project area.

Increase the real per capita income to restore 1997 levels


of household and individual purchasing power.

The Transit Zoning Code (SD 84A and SD 84B) allows for the viable
development of expanded access to public transit, which would cut back on
commute times, and expand their opportunities for employment. In addition,
the transit-supportive development and related land uses anticipated for the
Transit Village (TV) Zone would provide for a significant employment center
adjacent to both the rail station and the Santa Ana Freeway, making use of
existing infrastructure and transportation systems and planning for the
future development of underutilized areas. While this would not directly
increase the real per capita income of residents, it would expand their
employment choices, allowing them to seek higher paying jobs. The project
is therefore consistent with this goal.

Expand green technologies and related employment in


green technologies and services above and beyond what is
needed to meet Title 24 requirements by 2035.

Future development under the project would be required to comply with AB


32 and Title 24. In addition, the project would include Mitigation Measures
MM4.13-1 through MM4.13-22. These measures include such actions as
green building design measures and resident education of transportation
options, not only expanding on the existing requirements under Title 24, but
also employing people to install such technology. The project would be
consistent with this goal.

Increase the regions economic vitality and attractiveness


by focusing housing and job additions in urban centers,
employment centers, and transportation corridors, such
that there will be a minimum of 35 percent of the regions
household growth and 32 percent of employment growth in
these areas from their levels in 2005 by 2035.

The Transit Zoning Code (SD 84A and SD 84B) is consistent with this goal
by allowing new housing near existing jobs, and permitting higher densities,
thereby promoting job growth in a proposed mixed-use, urban center. In
addition, the transit-supportive development and related land uses
anticipated for the Transit Village (TV) Zone are consistent with this goal by
providing for a significant employment center adjacent to both the rail
station and the Santa Ana Freeway. Furthermore, the project area has a
wide range of existing neighborhoods that include varied building types.
The project provides design and development standards that would allow
for a broad range of housing types from studio units for seniors to multibedroom units for large families in order to address the demographic needs
of the Citys residents.

Increase the affordability of health care by 50 percent to


reduce losses in productivity resulting from inaccessible
health care.

As a zoning document, the Transit Zoning Code (SD 84A and SD 84B)
does not specifically address health care.

Promote sustained economic health through diversifying


the regions economy, strengthening local self-reliance, and
expanding global competitiveness.

The Transit Zoning Code (SD 84A and SD 84B) is consistent with this goal
by allowing new housing near existing jobs, and permitting higher densities,
thereby promoting job growth in a proposed mixed-use, urban center. In
addition, the transit-supportive development and related land uses
anticipated for the Transit Village (TV) Zone are consistent with this goal by
providing for a significant employment center adjacent to both the rail
station and the Santa Ana Freeway.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7-33

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Consistency with Applicable Local General Plan Policies


Local Plan
Table 4.7-3

City of Santa Ana General Plan

City of Santa Ana General Plan Policies

Project Consistency

LAND USE ELEMENT


Goal 1

A balance of land uses

Policy 1.1. Promote medium density


housing in and around the downtown area.

The new zones, allowed land uses and architectural types provide for medium density
housing in the Urban Neighborhood and Urban Center zones, and higher density housing
in mixed-use buildings within the Downtown (DT) and Transit Village (TV) zones.

Policy 1.2. Support high-density residential


development within the City's District
Centers as a part of master-planned mixeduse development.

The Transit Zoning Code (SD 84A and SD 84B) allows high density residential
development in mixed-use buildings in the Downtown (DT), Transit Village (TV), and Urban
Center (UC) zones.

Policy 1.3. Encourage high intensity office


development to attract major tenants that
will contribute to cultural and business
activities in the central city.

The Transit Zoning Code (SD 84A and SD 84B) allows business, service, government,
professional, administrative and processing offices as permitted uses in the Downtown
(DT), Urban Center (UC), and Transit Village (TV) zones.

Policy 1.5. Maintain and foster a variety of


residential land uses in the City.

Transit Zoning Code (SD 84A and SD 84B) provides for distinct broad range of different
housing types supporting different densities within the code area.

Policy
1.6.
Support
live/work
opportunities within specifically defined
areas.

Transit Zoning Code (SD 84A and SD 84B) allows live/work units in all zones.

Policy 1.7. Support open space in


underserved areas.

The Developer project provides for additional public open spaces within the Lacy
Neighborhood area.

Policy 1.9. Coordinate street and parkway


designs that are attractive, functional, and
compatible
with
adjacent
on-site
development.

The street standards proposed in the code are coordinated with the urban design goals for
each distinct zone covered by the Transit Zoning Code (SD 84A and SD 84B).

Policy 1.11. Support the location of


regional governmental facilities

The Transit Zoning Code (SD 84A and SD 84B) continues the practice of allowing
governmental facilities in the Government District.

Goal 2

The promotion of land uses which enhance economic vitality

Policy 2.1. Discourage the intrusion of


commercial land uses in industrial areas.

Under the proposed project, industrial uses would no longer be a designated use within
First Street East and Lacy Neighborhood, and the amount of industrially-designated land
would be reduced in the Logan Neighborhood and Rail Station District; however, the City
would amend the General Plan as part of the proposed project to state that industrial land
will be preserved where such uses are not detrimental to residential uses. As a result, the
proposed project would be consistent with General Plan policies addressing the
preservation of industrial land.

Policy 2.2. Support commercial land uses


in adequate amounts to accommodate the
Citys needs for goods and services.

The Transit Zoning Code (SD 84A and SD 84B) allow a variety of commercial uses in a
variety of zones that serve both regional and neighborhood needs for goods and services.

Policy 2.3. Encourage the location of child


care facilities within employment centers.

The Transit Zoning Code (SD 84A and SD 84B) allows child day care centers in all Transit
Zoning Code (SD 84A and SD 84B). In some cases a conditional permit may be required.

4.7-34

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7 Land Use

Table 4.7-3

City of Santa Ana General Plan

City of Santa Ana General Plan Policies

Project Consistency

Policy 2.4. Support pedestrian access


between commercial uses and residential
neighborhoods which are in close proximity.

Policies 2.4, 2.5, 2.6, 2.7, and 2.9 are all implemented by the Transit Zoning Code (SD 84A
and SD 84B) emphasis on pedestrian-orientation, and mixing land uses to promote and
enhance the experience of walking as a viable alternative to driving within the Transit
Zoning Code (SD 84A and SD 84B) area. Policies 2.6 and 2.9 in particular are
implemented by the form-based zoning provisions of Transit Zoning Code (SD 84A and
SD 84B), which are designed to effectively ensure appropriate transitions in scale and use
between zones.

Policy 2.6. Encourage the creation of new


development opportunities in developments
which are compatible with surrounding land
uses, and provide a net community benefit.
Policy 2.8. Promote rehabilitation of
commercial properties, and encourage
increased levels of capital investment.
Policy 2.9. Support developments that
create a business environment that is safe
and attractive.
Policy 2.10. Support new development
which is harmonious in scale and character
with existing development in the area.
Goal 3

The preservation of existing neighborhoods

Policy 3.1. Support development which


provides a positive contribution to
neighborhood character and identity.
Policy 3.5. Encourage new development
and/or additions to existing development
that are compatible in scale, and consistent
with the architectural style and character of
the neighborhood.
Goal 4

The proposed Transit Zoning Code (SD 84A and SD 84B) is designed to enhance and
complement existing development within the area.

These two policies are implemented by the form-based code provisions of the Transit
Zoning Code (SD 84A and SD 84B), which provide standards for building placement,
height and profile, parking placement, and building frontage and architectural type, that are
consciously designed to produce the form and character of development desired in each
zone.

The protection of unique community assets and open space that enhance the quality of life

Policy 4.1. Maintain areas of the City with


unique characteristics which contribute
positively to the area in which they are
located, such as the Artists Village and
historic French Park.

The code requirements in the Transit Zoning Code (SD 84A and SD 84B) were deliberately
formulated with consideration of existing conditions in order that they be retained and
enhanced.

Policy 4.2. Encourage the retention and


reuse of historical buildings and sites.

The Transit Zoning Code (SD 84A and SD 84B) provides standards for the retention and
reuse of historical buildings and sites within the planning area. A more specific Adaptive
Re-use Ordinance will be developed following adoption of the code.

Policy 4.3. Support land uses which


provide community and regional economic
and service benefits.

The Transit Zoning Code (SD 84A and SD 84B) allows a variety of commercial uses
throughout the code area as identified to be necessary to the City's needs and as feasible
from both a local and regional market standpoint.

Policy 4.4. Encourage the development of


projects which promote the Citys image as
a regional activity center.

The transit-supportive development and related land uses anticipated for the Transit Village
(TV) zone implement policies 4.4 and 4.5 above by providing for a significant employment
center adjacent to both the rail station and the Santa Ana Freeway.

Policy 4.5. Encourage development of


employment centers and mixed use
projects within targeted areas adjacent to
major arterial roadways and freeway
corridors.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7-35

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.7-3
City of Santa Ana General Plan Policies

Goal 5

City of Santa Ana General Plan


Project Consistency

The protection of the community from the impacts of future development

Policy 5.1. Promote development which


has a net community benefit, and enhances
the quality of life.
Policy 5.2. Protect the community from
incompatible land uses.
Policy 5.5. Encourage development which
is compatible with, and supportive of
surrounding land uses.

The Transit Zoning Code (SD 84A and SD 84B) addresses policies 5.1, 5.2, 5.5, 5.7, 5.9,
5.10, and 5.11, by carefully crafting standards that require new development to be of the
highest quality of architectural design; allows for compatible mixes of land uses, while
seeking to minimize the impacts of existing incompatible land uses; scales development to
be compatible with existing infrastructure, particularly as it relates to the existing gridded
street network; contains standards regarding ongoing operations and maintenance of
projects; creates a pedestrian-oriented, transit-supportive environment that provides for the
foundation for a wide array of transportation choices; and provides for new development
that would not generate obnoxious fumes, toxins, or hazardous materials.

Policy 5.7. Anticipate that the intensity of


new development will not exceed available
infrastructure capacity.
Policy 5.9. Encourage development which
provides a clean and safe environment for
the Citys residents, workers, and visitors.
Policy 5.10. Support a circulation system
which is responsive to the needs of
pedestrians and vehicular travel.
Policy 5.11. Encourage development which
does not generate obnoxious fumes, toxins,
or hazardous materials
Goal 6

Reduce residential overcrowding to promote public health and safety

The Transit Zoning Code (SD 84A and SD 84B) does not directly address Land Use Element Goal 6.0 or its policies other than by
providing for an increase in the City's housing supply through new mixed-use development in selected locations within the Transit Zoning
Code (SD 84A and SD 84B) area, as well as increasing allowable housing densities to create the opportunity for the development of new
affordable housing pursuant to the Citys Housing Element.

URBAN DESIGN ELEMENT


Because the preparation of the Transit Zoning Code (SD 84A and SD 84B) has been fundamentally an exercise in high-quality urban
design, it implements all relevant policies of the Urban Design Element of the Santa Ana General Plan that are within the purview of the
Transit Zoning Code (SD 84A and SD 84B). Therefore, the following comments focus on the goals in the Urban Design Element rather
than individual policies.
Goal 1.0. Improve the physical appearance
of the City through the development of
districts that project a sense of place,
community image and quality environment

One important overall goal of this Transit Zoning Code (SD 84A and SD 84B) is to provide
a distinct visual identity for, and improve the physical appearance of the areas it covers.
The overall urban design standards contained in the code all work to implement policies
under Urban Design Element Goal 1.0 regarding quality design and materials, site design,
enhanced architectural forms, colors, and materials, public open spaces and pedestrian
orientation, and shared access, circulation and parking.

Goal 2.0. Improve the physical appearance


of the City through the development that is
proportionally and aesthetically related to its
district setting

As noted in the discussion under Goal 1.0 above, an important goal of the Transit Zoning
Code (SD 84A and SD 84B) is to provide a distinct visual identity for, and improve the
physical appearance of the areas it covers. The emphasis on architectural form contained
in the code is particularly aimed at implementing Urban Design Element Goal 2.0 because
of their emphasis on allocating architectural types, frontage types and providing urban
development standards appropriate to the form and character of development intended for
each unique zone within the code.

4.7-36

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7 Land Use

Table 4.7-3

City of Santa Ana General Plan

City of Santa Ana General Plan Policies

Project Consistency

Goal 3.0. Create and maintain a pleasant


travel experience and strong orientation to
the community through coordinated on-site
and streetscape design.

Transit Zoning Code (SD 84A and SD 84B) Chapter 6.0 (Subdivision Standards) and
Chapter 7.0 (Street and Network Standards) provide detailed standards to ensure
consistency of design between street improvements and development projects to ensure
the maximum amount of connectivity and walkability.

Goal 4.0. Create nodes and urban spaces


throughout the City to foster entertainment,
cultural and business activities, and
establish Santa Ana as a vibrant center.

The area covered by the Transit Zoning Code (SD 84A and SD 84B) includes two of the
Nodes identified by Urban Design Element Exhibit 7 (Government Center, and
Downtown/Fourth St./Artist Village). The code includes the Downtown/Fourth St./Artist
Village node within the Downtown zone, and all components of the plan, provide extensive
detail about the enhancements intended for the Downtown area, which also implement the
policies under Goal 4 regarding high-quality architecture, landscape design, and pedestrian
orientation. The code also establishes a new node through the creation of the Transit
Village (TV) zone, which would create a substantial new node to allow for an intense mix of
new uses, including entertainment, cultural and business activities and that would support
the Citys future investment in transit infrastructure.

Goal 5.0. Create focal points at major


intersections to enhance community identify
and mitigate large expanses of asphalt.

The intersection of Main and First Streets is the only Focus Intersection identified by Urban
Design Element Exhibit 8 that lies within the Transit Zoning Code (SD 84A and SD 84B)
area. Because First Street forms the southern Transit Zoning Code (SD 84A and SD 84B)
boundary, only the north half of the intersection is affected by the code. The code
designates the corner properties in the Downtown (DT) Zone, which will provide for the
more intensive building masses, multi-story development, and quality design called for by
the policies under Goal 5.0 for Focus Intersections.

Goal 6. Create new and protect existing


City landmarks and memorable places that
convey positive images

The Transit Zoning Code (SD 84A and SD 84B) ensures that development adjacent to
landmark sites will be of compatible scale and design.

Goal 7. Provide a sense of arrival to the


City through on- and off-site improvements

The policies under Goal 7 speak to gateways to the City and Policy 7.5 explicitly speaks to
improving the rail corridor as an entry point to the City. As the Transit Village (TV) Zone is
applied to the only City gateway within the Transit Zoning Code (SD 84A and SD 84B) area
(the Santa Ana Freeway off-ramps at Santa Ana Boulevard), the code implements the
relevant policies under Goal 7 by providing for intensive, urban-scaled and transitsupportive development that will be visible from the freeway in advance of the off-ramps.

Overall Consistency
As the proposed Transit Zoning Code (SD 84A and SD 84B) is consistent with the policies contained in
the applicable regional plans described above for both SCAG and the City of Santa Ana, and as it is
anticipated that the Citys General Plan and Zoning Code will be amended to incorporate the Transit
Zoning Code (SD 84A and SD 84B), conflict with these applicable documents would be less than
significant.

4.7.4

Cumulative Impacts

A cumulative impact analysis is only provided for those thresholds that result in a less-than-significant,
potentially significant, or significant and unavoidable impact. A cumulative impact analysis is not
provided for Effects Found Not to Be Significant, which result in no project-related impacts.
This cumulative impact analysis considers development of the proposed project, in conjunction with
other development in the City of Santa Ana, unless otherwise specified. This analysis accounts for all

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7-37

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

anticipated cumulative growth within this geographic area, as represented by full implementation of the
City of Santa Ana General Plan and development of the related projects.
Development of cumulative projects is anticipated to generally conform to the requirements of the City
of Santa Ana and would be subject to review by the City. Cumulative land use impacts have the potential
to occur where a number of projects have the potential to change the overall land use of an area or affect
adjacent existing land uses. In addition to the Transit Zoning Code (SD 84A and SD 84B), the Citys
Metro East Mixed Use (MEMU) Overlay Zone, located in proximity to the code area on the opposite
side of the Santa Ana (I-5) Freeway) was adopted by the City in 2007. Development within the MEMU
Overlay Zone, similar to the Transit Zoning Code (SD 84A and SD 84B) area, is expected to occur
incrementally overtime and growth would occur as anticipated according to the provisions of the MEMU
Overlay Zone, which emphasizes the compatibility of new development with adjacent land uses. Other
than the MEMU Overlay Zone and the proposed Specific Plan, this type of wide scale change is not
foreseen in any other portion of the City. As a result, cumulative projects are anticipated to be
compatible with adjacent uses. All of the cumulative projects within the Transit Zoning Code (SD 84A
and SD 84B) would be subject to the same standards and ultimately be developed to achieve the desired
character for each district within the code area. As such, cumulative impacts resulting from anticipated
development within the Transit Zoning Code (SD 84A and SD 84B) area would be less than
significant, and the Transit Zoning Codes (SD 84A and SD 84B) contribution to cumulative land use
changes would not be considerable.
Cumulative development within the City could have a potentially significant impact on the environment
by conflicting with an applicable land use plan, policy, or regulation of an agency with jurisdiction over
the project adopted for the purpose of avoiding or mitigating an environmental effect. Future
development in the City would be reviewed for consistency with applicable local and regional plans and
policies, in accordance with the requirements of CEQA, the State Zoning and Planning Law, the Santa
Ana Municipal Code, and the State Subdivision Map Act, all of which require findings of plan and policy
consistency prior to approval of entitlements for development. It should be noted that future projects
could also include General Plan amendments and/or zone changes. For this reason, the cumulative
impact associated with conflict of future development with adopted plans and policies would be less than
significant. As discussed above, implementation of the proposed Transit Zoning Code (SD 84A and
SD 84B) would not conflict with land use policies or regulations of the General Plan, provided that these
plans are amended to include the Transit Zoning Code (SD 84A and SD 84B). Therefore, the Transit
Zoning Code (SD 84A and SD 84B) would not have a cumulatively considerable contribution to impacts,
and cumulative impacts would be less than significant.
Cumulative development could have impacts to an existing community where development or results in
physical division of an area. However, future development in the City is not likely to alter the basic
pattern of development prescribed in the General Plan, and will consist primarily of the recycling of land
and intensification of existing development. For this reason, the cumulative impact associated with the
physical division of an established community would be less than significant. The proposed Transit
Zoning Code (SD 84A and SD 84B) is designed to be compatible with adjacent uses and provide
pedestrian linkages to adjacent areas. The objectives, standards, and guidelines of the Transit Zoning
Code (SD 84A and SD 84B) guide development within each zone and ensure that new development does

4.7-38

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7 Land Use

not divide existing land uses within the Transit Zoning Code (SD 84A and SD 84B) area. Therefore, the
Transit Zoning Code (SD 84A and SD 84B) would not have a cumulatively considerable contribution to
impacts, and cumulative impacts would be less than significant.

4.7.5

References

Arlington, G. B., PB PlaceMaking. n.d. Zoning for Density, Intensity and Intimacy. From Street Smart:
Streetcars and Cities in the Twenty-First Century. The American Public Transportation and Community
Streetcar Coalition. Gloria Ohland and Shelley Poticha, eds.
Santa Ana, City of. 1998. Land Use Element. Santa Ana General Plan.
. 1998. Urban Design Element. Santa Ana General Plan.
. 2007. Chapter 41 Zoning. Santa Ana Municipal Code.
. 2007. Final Environmental Impact Report for the Metro East Mixed Use Overlay Zone (State
Clearinghouse No. 2006031041).
. 2007. Welcome to the Official City of Santa Ana Web Site. http://www.santa-ana.org.
Southern California Association of Governments (SCAG). 2008. Final 2008 Regional Comprehensive Plan:
Helping Communities Achieve a Sustainable Future.
United States Green Building Council (USGBC). n.d. LEED Rating Systems.
http://www.usgbc.org/DisplayPage.aspx?CMSPageID=222.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.7-39

4.8 Noise

4.8

NOISE

This EIR section evaluates the potential effects of noise and groundborne vibration associated with
construction and operational activities that could occur as a result of implementation of the proposed
Transit Zoning Code (SD 84A and SD 84B) area. The Initial Study (Appendix A) identified the potential
for impacts to occur associated with a substantial temporary and/or permanent increase in ambient noise
levels within or around the Transit Zoning Code (SD 84A and SD 84B) area. Additionally, the Initial
Study identified the potential for people to be exposed to excessive noise levels, groundborne vibration,
or groundborne noise levels in excess of standards established in the local General Plan or noise
ordinance. Potential direct and indirect impacts resulting from construction and operation of the
proposed projects are identified, and potential mitigation measures that could avoid or reduce these
impacts are recommended, where feasible.
Issues scoped out include proximity to, or association with, an airport land use plan or airstrip. While the
proposed project area is located outside of the 20,000-foot notification area as required by the Orange
County Airport Land Use Commission (ALUC), the project must still comply with the Airport Environs
Element that was adopted by the City of Santa Ana in 2008, in order to comply with the Airport
Environs Land Use Plan (AELUP) for Orange County. Refer to Chapter 4.5 (Hazards and Hazardous
Materials) for analysis of this issue. Data used to prepare this report were taken from the Traffic Impact
Analysis Report prepared by KOA Corporation for the proposed project, and information obtained by
measuring and modeling existing and future noise levels at the Transit Zoning Code (SD 84A and
SD 84B) area and in the surrounding area.
Three comment letters associated with noise were received in response to the Notice of Preparation
circulated for the proposed project. The comment letters can be found in Appendix A.

4.8.1

Existing Conditions

The project is located in the central urban core of Santa Ana and comprises approximately 100 blocks
and 450 acres of land. The proposed project is generally bounded by First Street, Flower Street, Civic
Center Drive, Grand Avenue, and Interstate 5 (I-5). More specifically, the proposed project is located in
the area west of I-5, north of First Street, and between Grand Avenue and Flower Street and south of
Civic Center Drive in the City of Santa Ana in Orange County, California.
Several roadways provide access to properties within the Transit Zoning Code (SD 84A and SD 84B)
area, including Civic Center Drive, Fourth Street, First Street, and Santa Ana Boulevard, which run eastwest through the area, and Flower Street, Main Street and Grand Avenue, which run north-south
through the area.
The Transit Zoning Code (SD 84A and SD 84B) area includes the Government Center, downtown area,
the Logan and Lacy neighborhoods, and the industrial parks surrounding the Santa Ana Regional
Transportation Center (SARTC). The surrounding land uses include residential, professional,

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8-1

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

commercial, industrial, and civic uses and their environs. Specific adjacent (off-site) uses include the
following:
North: Single-family residential, office, and commercial uses, as well as I-5
East: Commercial and residential uses. I-5 is located immediately adjacent to portions of the
Transit Zoning Code (SD 84A and SD 84B) area
South: Institutional (including educational), commercial, industrial, and residential uses
West: Residential and commercial uses with open space located further to the west

Fundamentals of Sound and Environmental Noise


Sound is technically described in terms of amplitude (loudness) and frequency (pitch). The standard unit
of sound amplitude measurement is the decibel (dB). The decibel scale is a logarithmic scale that
describes the physical intensity of the pressure vibrations that make up any sound. The pitch of the
sound is related to the frequency of the pressure vibration. Because the human ear is not equally sensitive
to a given sound level at all frequencies, a special frequency-dependent rating scale has been devised to
relate noise to human sensitivity. The A-weighted decibel scale (dBA) provides this compensation by
discriminating against frequencies in a manner approximating the sensitivity of the human ear.
Noise, on the other hand, is typically defined as unwanted sound. A typical noise environment consists
of a base of steady background noise that is the sum of many distant and indistinguishable noise
sources. Superimposed on this background noise is the sound from individual local sources. These can
vary from an occasional aircraft or train passing by to virtually continuous noise from, for example,
traffic on a major highway. Table 4.8-1 (Representative Environmental Noise Levels) lists representative
noise levels for the environment.
Several rating scales have been developed to analyze the adverse effect of community noise on people.
Because environmental noise fluctuates over time, these scales consider that the effect of noise upon
people is largely dependent upon the total acoustical energy content of the noise, as well as the time of
day when the noise occurs. The Leq is a measure of ambient noise, while the Ldn and CNEL are measures
of community noise. Each is applicable to this analysis and defined as follows:
Leq, the equivalent energy noise level, is the average acoustic energy content of noise for a stated
period of time. Thus, the Leq of a time-varying noise and that of a steady noise are the same if they
deliver the same acoustic energy to the ear during exposure. For evaluating community impacts,
this rating scale does not vary, regardless of whether the noise occurs during the day or the night.
Ldn, the Day-Night Average Level, is a 24-hour average Leq with a 10 dBA weighting added to
noise during the hours of 10:00 P.M. to 7:00 A.M. to account for noise sensitivity in the nighttime.
The logarithmic effect of these additions is that a 60 dBA 24 hour Leq would result in a
measurement of 66.4 dBA Ldn.
CNEL, the Community Noise Equivalent Level, is a 24-hour average Leq with a 5 dBA
weighting during the hours of 7:00 P.M. to 10:00 P.M. and a 10 dBA weighting added to noise
during the hours of 10:00 P.M. to 7:00 A.M. to account for noise sensitivity in the evening and

4.8-2

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

nighttime, respectively. The logarithmic effect of these additions is that a 60 dBA 24 hour Leq
would result in a measurement of 66.7 dBA CNEL.
Lmin, the minimum instantaneous noise level experienced during a given period of time.
Lmax, the maximum instantaneous noise level experienced during a given period of time.
Table 4.8-1

Representative Environmental Noise Levels

Common Outdoor Activities

Power Saw

Noise Level (dBA)

110

Jet Fly-over at 100 feet


Subway

Common Indoor Activities

Rock Band
Crying Baby

100

Gas Lawnmower at 3 feet


Tractor

90
Food Blender at 3 feet

Diesel Truck going 50 mph at 50 feet

80

Garbage Disposal at 3 feet

70

Vacuum Cleaner at 10 feet

Noisy Urban Area during Daytime


Gas Lawnmower at 100 feet
Commercial Area
Heavy Traffic at 300 feet

Normal Speech at 3 feet


60

Air Conditioner
Quiet Urban Area during Daytime

Sewing Machine
Large Business Office

50

Dishwasher in Next Room


Refrigerator

Quiet Urban Area during Nighttime

40

Theater, Large Conference Room (background)

30

Library

Quiet Suburban Area during Nighttime

Quiet Rural Area during Nighttime

Bedroom at Night, Concert Hall (background)


20
Broadcast/Recording Studio
10

Lowest Threshold of Human Hearing


SOURCE:

Lowest Threshold of Human Hearing

League of the Hard of Hearing 2006

Noise environments and consequences of human activities are usually well represented by median noise
levels during the day or night, or over a 24-hour period. Environmental noise levels are generally
considered low when the CNEL is below 60 dBA, moderate in the 60 to 70 dBA range, and high above
70 dBA. Examples of low daytime levels are isolated, natural settings that can provide noise levels as low
as 20 dBA and quiet, suburban, residential streets that can provide noise levels around 40 dBA. Noise
levels above 45 dBA at night can disrupt sleep. Examples of moderate-level noise environments are

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8-3

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

urban residential or semi-commercial areas (typically 55 to 60 dBA) and commercial locations (typically
60 dBA). People may consider louder environments adverse, but most will accept the higher levels
associated with more noisy urban residential or residential-commercial areas (60 to 75 dBA) or dense
urban or industrial areas (65 to 80 dBA). According to the Citys Noise Control Ordinance, the exterior
noise level standard is 55 dBA from 7:00 A.M. to 10:00 P.M., and 50 dBA from 10:00 P.M. to 7:00 A.M.
The interior noise level standard is 55 dBA from 7:00 A.M. to 10:00 P.M., and 45 dBA from 10:00 P.M. to
7:00 A.M. Standards for impact noise, simple tone noise, speech, music, and any other combination are
5 dBA lower than the above standards, and noise levels exceeding these standards are limited to relatively
shorter periods of time.
When evaluating changes in 24-hour community noise levels, a difference of 3 dBA is a barely
perceptible increase to most people. A 5 dBA increase is readily noticeable, while a difference of 10 dBA
would be perceived as a doubling of loudness.
Noise levels from a particular source decline as distance to the receptor increases. Other factors, such as
the weather and reflecting or shielding, also intensify or reduce the noise level at a location. A common
method for estimating roadway noise is that for every doubling of distance from the source, the noise
level is reduced by about 3 dBA at acoustically hard locations (i.e., the area between the noise source
and the receptor is nearly complete asphalt, concrete, hard-packed soil, or other solid materials) and
4.5 dBA at acoustically soft locations (i.e., the area between the source and receptor is normal earth or
has vegetation, such as grass). Noise from stationary or point sources is reduced by about 6 to 7.5 dBA
for every doubling of distance at acoustically hard and soft locations, respectively. Noise levels may also
be reduced by intervening structures; generally, a single row of buildings between the receptor and the
noise source reduces the noise level by about 5 dBA, while a solid wall or berm reduces noise levels by 5
to 10 dBA. The manner in which older homes in California were constructed generally provides a
reduction of exterior-to-interior noise levels of about 20 to 25 dBA with closed windows. The exteriorto-interior reduction of newer residential units is generally 30 dBA or more.

Fundamentals of Environmental Groundborne Vibration


Vibration is sound radiated through the ground. Groundborne noise is the rumbling sound caused by the
vibration of room surfaces. The ground motion caused by vibration is measured as particle velocity in
inches per second; in the U.S., this is referenced as vibration decibels (VdB).
The background vibration velocity level in residential and educational areas is usually around 50 VdB.
The vibration velocity level threshold of perception for humans is approximately 65 VdB. A vibration
velocity level of 75 VdB is the approximate dividing line between barely perceptible and distinctly
perceptible levels for many people. Most perceptible indoor vibration is caused by sources within
buildings, such as operation of mechanical equipment, movement of people, or the slamming of doors.
Typical outdoor sources of perceptible groundborne vibration are construction equipment, steel-wheeled
trains, and traffic on rough roads. If a roadway is smooth, the groundborne vibration from traffic is
rarely perceptible. The range of interest is from approximately 50 VdB, which is the typical background
vibration velocity level, to 100 VdB, which is the general threshold where minor damage can occur in

4.8-4

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

fragile buildings. Table 4.8-2 (Human Response to Different Levels of Groundborne Vibration)
describes the general human response to different levels of groundborne vibration velocity levels.
Table 4.8-2

Human Response to Different Levels of Groundborne Vibration

Vibration Velocity
Level

Human Reaction

65 VdB

Approximate threshold of perception for many people.

75 VdB

Approximate dividing line between barely perceptible and distinctly perceptible. Many people find that
transportation-related vibration at this level is unacceptable.

85 VdB

Vibration acceptable only if there are an infrequent number of events per day.

SOURCE:

HMMH, 2006

Existing Ambient Daytime Noise Levels


According to the Noise Element of the City of Santa Ana General Plan, the primary source of noise
within the City is traffic noise from major roadways and freeways within the area from mobile sources
such as automobiles, buses, trucks, and vehicles associated with construction equipment transport.
Secondary noise sources in the City include aircraft operations, railroad operations, and construction
activities. Also, stationary sources such as industrial activities, public gatherings, activities in open areas,
and the use of equipment in unenclosed spaces, produce a significant amount of noise.
Existing daytime noise levels were monitored at twelve locations around the project area, which are
depicted in Figure 4.8-1 (Noise Monitoring Locations), in order to identify representative noise levels at
various areas. The noise levels were measured using a Larson-Davis Model 814 precision sound level
meter, which satisfies the American National Standards Institute (ANSI) for general environmental noise
measurement instrumentation. The average noise levels and sources of noise measured at each location
are identified in Table 4.8-3 (Existing Noise Levels around the Proposed Transit Zoning Code [SD 84A
and SD 84B] Area). As shown, the daytime noise levels range from a high of 77.0 dBA to a low of
52.9 dBA and are characteristic of a typical urban area.

Existing Local Noise Environment


The Atchison, Topeka, and Santa Fe Railroad (AT&SF) tracks, which are used by Amtrak and Metrolink
for commuter train services during most of the day, run along the eastern edge of Santa Ana and through
the eastern portion of the Transit Zoning Code (SD 84A and SD 84B) area. Rail transit traveling at grade
typically produces a noise level of 80 dBA at a distance of 50 feet from the tracks while rail transit
stopped at a station typically produces a noise level of 65 dBA at a distance of 50 feet (HMMH 2006). In
addition, the sounding of train horns, which is required when approaching at-grade crossings with streets
and highways for safety reasons, represents the highest noise levels associated with train services. The
sounding of a train horn can generate noise levels in excess of 110 dBA at a distance of 100 feet.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8-5

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.8-3

Existing Noise Levels around the Proposed Transit Zoning Code (SD 84A
and SD 84B) Area
Noise Level Statistics
Location

Primary Noise Sources

Leq
(dBA)

Lmin
(dBA)

Lmax
(dBA)

Santa Ana Blvd, east of Ross St.

Road Traffic

65.3

47.3

78.8

Main St. and Third St.

Road Traffic

71.9

54.8

90.2

Spurgeon St., between Santa Ana Blvd. and Civic Center Dr.

Road Traffic

59.0

49.2

70.9

1200 Block French St.

Road Traffic

57.5

39.9

77.6

700 Block 2nd St.

Road Traffic

54.2

44.2

71.7

Road Traffic/Music

56.2

44.8

66.1

Road Traffic/Truck Yard

68.5

55.3

85.4

Road Traffic/Trains

77.0

49.3

98.3

Lacy St. and

6th St. and Santiago St.

Rail Station Platform

700 Block Eastwood Ave.

Road Traffic

52.9

46.1

63.7

10

2nd St., between Grand Ave, and Hathaway St.

Road Traffic

58.8

48.4

77.3

11

Logan St, south of I-5 Freeway

Freeway Traffic

74.0

71.0

77.6

12

1400 Block Hathaway St.

Freeway Traffic

60.8

58.3

65.9

SOURCE:

5th

St.

PBS&J, January 5, 2010.

John Wayne Airport is located to the south of the City of Santa Ana and is served by several commercial
air carriers and commuter airlines. A small portion of Santa Ana located along the southeast border of
the City and not within the Transit Zoning Code (SD 84A and SD 84B) boundaries is located within the
airports 60 CNEL noise contour.

Existing Roadway Noise Levels Off-Site


Existing roadway noise levels were calculated for the roadway segments in the project site vicinity that
have noise-sensitive uses facing the roadways. This task was accomplished using the Federal Highway
Administration Highway Noise Prediction Model (FHWA-RD-77-108) and traffic volumes from the
project traffic analysis. The model calculates the average noise level at specific locations based on traffic
volumes, average speeds, roadway geometry, and site environmental conditions. The average vehicle
noise rates (energy rates) utilized in the FHWA Model have been modified to reflect average vehicle
noise rates identified for California by Caltrans. The Caltrans data show that California automobile noise
is 0.8 to 1.0 dBA higher than national levels and that medium and heavy truck noise is 0.3 to 3.0 dBA
lower than national levels. The average daily noise levels along these roadway segments are presented in
Table 4.8-4 (Existing Roadway Noise Levels). As indicated, average daily noise levels along roadways
within the Transit Zoning Code (SD 84A and SD 84B) area range from a high of 74.4 dBA CNEL to a
low of 56.5 dBA CNEL.

4.8-6

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

12

11

Noise Monitoring Location

Government Center

1st Street Corridor

8
9

3
1
7

10

NORTH
NOT TO SCALE

Sources: Moule & Polyzoides Architects and Urbanists, 2007; PBS&J, 2010.

01101 | JCS | 10

FIGURE 4.8-1

Noise Monitoring Locations


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

Table 4.8-4

Existing Roadway Noise Levels

Roadway Segment

Reference 24-hour dBA CNEL Noise Level at 50 Feet a

Flower StreetSanta Ana Blvd to Civic Center Dr

67.6

Flower Street17th St to Civic Center Dr

67.5

Civic Center DrWest of Flower St

67.6

Civic Center DrFlower St to Ross St

67.3

Flower StreetSanta Ana Blvd to 1st St

67.6

Santa Ana BlvdWest of Flower St

63.8

Santa Ana BlvdFlower St to Parton St

64.7

Santa Ana BlvdParton St to Ross St

64.7

Civic Center DrRoss St to Broadway

66.8

Santa Ana BlvdRoss St to Broadway

64.4

BroadwayCivic Center Dr to Santa Ana Blvd

67.7

BroadwayCivic Center Dr to Washington Ave

68.8

Civic Center DrBroadway to Sycamore St

66.7

BroadwaySanta Ana Blvd to 5th St

67.1

Santa Ana BlvdBroadway to Sycamore St

63.6

Broadway5th St to 4th St

67.0

5th StBroadway to Ross St

61.0

5th StBroadway to Main St

61.0

Broadway3rd St to 4th St

67.0

Broadway3rd St to 1st St

67.0

BroadwaySouth of 1st St

65.5

1st StBroadway to Ross St

73.8

1st StMain St to Broadway

73.6

Civic Center DrSycamore St to Main St

66.7

Santa Ana BlvdSycamore St to Main St

63.6

5th StSycamore St to Broadway

61.0

5th StSycamore St to Main St

61.0

Main StCivic Center Dr to Santa Ana Blvd

68.7

Main StCivic Center Dr to Washington Ave

68.8

Civic Center DrMain St to Bush St

65.6

Main StSanta Ana Blvd to 5th St

68.7

Santa Ana BlvdMain St to Bush St

63.6

Main St5th St to 4th St

68.7

5th StMain St to Bush St

59.5

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8-9

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.8-4
Roadway Segment

Existing Roadway Noise Levels


Reference 24-hour dBA CNEL Noise Level at 50 Feet a

Main St3rd St to 4th St

68.2

Main St1st St to 3rd St

68.2

Santa Ana BlvdBush St to Spurgeon St

63.6

5th StBush St to French St

59.4

1st StSpurgeon St to Main St

73.7

Santa Ana BlvdLacy St to Standard Ave

65.3

Civic Center DrFrench St to Lacy St

65.6

Santa Ana BlvdLacy St to French St

65.0

4th StLacy St to French St

62.5

1st StLacy St to Spurgeon St

73.7

1st StLacy St to Standard Ave

73.7

Santiago StWashington Ave to Civic Center Dr

64.7

Santiago StWashington Ave to 17th St

64.6

Santiago StSanta Ana Blvd to Civic Center Dr

64.3

Civic Center DrSantiago St to Lacy St

65.5

Civic Center DrLincoln Ave to Santiago St

56.5

Santiago StSanta Ana Blvd to Brown St

63.1

Santa Ana BlvdSantiago St to Lacy St

65.3

Santa Ana BlvdSantiago St to U-24

68.0

4th StSantiago St to Lacy St

64.5

Grand Ave4th St to Santa Ana Blvd

72.1

Grand AveSanta Ana Blvd to 17th St

71.4

Santa Ana BlvdEast of Grand Ave

62.8

Grand Ave1st St to 4th St

71.5

4th StGrand Ave to Santiago St

64.5

4th StEast of Grand Ave

65.0

Grand AveSouth of 1st St

72.4

1st StStandard Ave to Grand Ave

73.8

1st StEast of Grand Ave

73.5

Penn WaySouth of I-5 SB Ramps

63.8

Penn WayNorth of I-5 SB Ramps

66.5

Santa Ana BlvdWest of I-5 SB Ramps

69.7

Santa Ana BlvdEast of I-5 SB Ramps

67.7

17th StWest of I-5 NB Ramps

74.4

17th StEast of I-5 NB Ramps

73.4

4.8-10

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

Table 4.8-4

Existing Roadway Noise Levels

Roadway Segment

Reference 24-hour dBA CNEL Noise Level at 50 Feet a

Grand AveSouth of I-5 NB Ramps

73.0

Grand AveNorth of I-5 NB Ramps

72.7

SOURCE:

PBS&J, 2010 (calculation data and results are provided in Appendix F).

a. Distances are in feet from roadway centerline. The identified noise level at 50 feet from the roadway centerline is for reference
purposes only. It does not reflect an actual building location or potential impact location.

Existing Groundborne Vibration Levels


The greatest regular source of ground-borne vibration in the Transit Zoning Code (SD 84A and SD 84B)
area and in the immediate vicinity is roadway traffic, bus traffic, and rail traffic. Trucks and buses
typically generate noticeable ground-borne vibration velocity levels at the edge of the road and typically
produce a vibration level of 65 VdB at a distance of 50 feet from the roadway. Trains typically generate
noticeable ground-borne vibration velocity levels at the edge of the right-of-way and typically produce a
vibration level of 75 VdB at a distance of 50 feet from the tracks (HMMH 2006).

4.8.2

Regulatory Framework

Federal
The U.S. Department of Housing and Urban Development (HUD) has set a goal of 45 dBA Ldn as a
desirable maximum interior standard for residential units developed under HUD funding. While HUD
does not specify acceptable exterior noise levels, residential dwellings constructed under Title 24 of the
California Code of Regulations typically provide 20 dBA of acoustical attenuation with the windows
closed and 10 dBA with the windows open. Based on this assumption, the exterior Ldn or CNEL should
not exceed 65 dBA under normal conditions.

State
The California Department of Health Services (DHS) Office of Noise Control has previously studied the
correlation of noise levels and their effects on various land uses (DHS no longer exists). The most
current guidelines prepared by the State noise officer were issued in 1987. They are contained in the
General Plan Guidelines issued by the Governors Office of Planning and Research in 1998. Noisecompatible land use planning depends on the ability to locate noise-sensitive land uses in an acceptable
environment. Exterior noise environments are normally acceptable for schools and residences if they
are below 60 dBA Ldn (or CNEL) and conditionally acceptable below 70 dBA Ldn (or CNEL). A
conditionally acceptable designation implies that new construction or development should be
undertaken only after a detailed analysis of the noise reduction requirements and after necessary noise
insulation features are incorporated into the design of the new land use. By comparison, a normally
acceptable designation indicates that standard construction can occur without special noise reduction
requirements.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8-11

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

The types of land uses addressed by the State standards and the acceptable noise categories for each are
presented in Table 4.8-5 (Land Use Compatibility for Community Noise Sources). There is some overlap
between the categories, indicating the importance of judgment required when determining the
applicability of the numbers in certain situations.
Table 4.8-5

Land Use Compatibility for Community Noise Sources


Noise Exposure (dBA, CNEL)

Land Use Category

55

60

65

70

75

80

ResidentialLow-Density Single Family, Duplex, Mobile Homes

ResidentialMultiple Family

Transient LodgingMotels, Hotels

School, Libraries, Churches, Hospitals, Nursing Homes

Auditoriums, Concert Halls, Amphitheaters

Sports Areas, Outdoor Spectator Sports

Playgrounds, Neighborhood Parks

Golf Course, Riding Stables, Water Recreation, Cemeteries

4.8-12

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

Table 4.8-5

Land Use Compatibility for Community Noise Sources


Noise Exposure (dBA, CNEL)

Land Use Category

55

60

65

70

75

80

Office Buildings, Business, Commercial and Professional

Industrial, Manufacturing, Utilities, Agriculture

Normally Acceptable: Specified land use is satisfactory, based upon the assumption that any buildings involved
are of normal conventional construction without any special noise insulation requirements.

Conditionally Acceptable: New construction or development should be undertaken only after a detailed analysis
of the noise reduction requirements is made and needed noise insulation features included in the design.
Conventional construction, but closed windows and fresh air supply or air conditioning will normally suffice.
Normally Unacceptable: New construction or development should generally be discouraged. If new construction
or development does proceed, a detailed analysis of the noise reduction requirements must be made and needed
noise insulation features included in the design.

Clearly Unacceptable: New construction or development should generally not be undertaken.


SOURCE: Office of Noise Control, California Department of Health Services.

Title 24 of the California Code of Regulations requires performing acoustical studies before constructing
dwelling units in areas that exceed 60 dBA Ldn. In addition, the California Noise Insulation Standards
identify an interior noise standard of 45 dBA CNEL for new multi-family residential units.

Local
City of Santa Ana General Plan
Noise Element
The Noise Element of the General Plan identifies sources of noise in the City and provides objectives
and policies that ensure that noise from various sources would not create an unacceptable noise
environment. It is a tool that City planners use to achieve and maintain land uses with compatible
environmental noise levels. As shown in Table 4.8-6 (City of Santa Ana Standards and Guidelines for
Noise Levels by Land Use), the City has established the following standards and guidelines for noise
levels for land use.
City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8-13

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.8-6

City of Santa Ana Standards and Guidelines for


Noise Levels by Land Use
Desirable Maximum
(CNEL dBA)

Maximum Acceptable
(CNEL dBA)

Residential, Low Density

55

65

Residential, Medium Density

60

65

Residential, High Density

65

70

Schools

60

70

Commercial, Office

65

70

Industrial

70

75

Land Use Category

SOURCE:

City of Santa Ana General Plan Noise Element

Based on these standards, exterior noise levels of 55 dBA CNEL and lower are desirable for single-family
residential uses, while exterior noise levels of 65 dBA CNEL and lower are desirable for high-density
multi-family residential uses. Incompatible land uses should not be developed in areas where existing
noise levels exceed the maximum acceptable guidelines. All residential uses should be protected with
sound insulation over and above that provided by normal building construction when constructed in
areas exposed to greater than 60 dBA CNEL.
The following goals, objectives, and policies from the Noise Element are relevant to the proposed
Transit Zoning Code (SD 84A and SD 84B):
Goal 1

Prevent significant increases in noise levels in the community and minimize the
adverse effects of currently existing noise sources
Objective 1.1

Prevent creation of new and additional sources of noise.

Objective 1.2

Reduce current noise levels of acceptable standards.


Implementation Policies
Require consideration of noise generation potential and
susceptibility to noise impacts in the siting, design and
construction of new developments
Require mitigating site and building design features, traffic
circulation alternatives, insulation and other noise prevention
measures of those new developments which generate high
noise levels.
Sound insulate and/or buffer sensitive land uses such as
housing from adverse noise impacts in noise-prone areas
Minimize noise generation in residential neighborhoods
through control or elimination of truck traffic and throughtraffic from these areas

4.8-14

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

Consistency Analysis
As described under Impact 4.8-1, construction-related noise could negatively affect nearby sensitive
receptors. However, with the implementation of mitigation measures MM4.8-1 though MM4.8-4,
construction-related noise would be reduced. Sources of noise generated by implementation of the
proposed project would include new stationary sources (such as rooftop heating, ventilation, and air
conditioning [HVAC] systems for the residential and office uses). As discussed under Impact 4.8-2, these
noise sources have the potential to impact sensitive uses located both on- and off-site. Mitigation
measures MM4.8-5 though MM4.8-7 would reduce exterior noise levels affecting nearby sensitive uses to
below the exterior noise standard of 65 dBA CNEL. The primary source of noise in the vicinity of the
proposed project is traffic noise. As discussed in Impact 4.8-7, traffic generated by the proposed project
would generate noise along nearby road segments; however, the increase attributed to the proposed
project would not be substantial and would not affect nearby sensitive uses both on- and off-site.
However, portions of the Transit Zoning Code (SD 84A and SD 84B) area are located within close
proximity to the SARTC and the AT&SF rail line. As discussed in Impact 4.8-8, sensitive receptors may
be exposed to noise levels from trains in excess of the desired exterior noise standard of 65 dBA CNEL
and interior noise standard of 45 dBA CNEL. Implementation of mitigation measures outlined below
would reduce noise levels but below the standards set by the City. For the reasons listed above, the
proposed project is not consistent with Goal 1.
City of Santa Ana Municipal Code
The City of Santa Ana has also adopted a Noise Ordinance (Chapter 18, Article VI of the Santa Ana
Municipal Code), which identifies exterior noise standards, specific noise restrictions, exemptions, and
variances for sources of noise within the City. Section 18-311 of the Municipal Code designates the entire
City as Noise Zone 1 for exterior and interior noises. Section 18-312 of the Municipal Code establishes
exterior noise levels for residential land uses. The exterior noise standards established in the Citys Noise
Ordinance are identified in Table 4.8-7 (City of Santa Ana Noise Ordinance Exterior Noise Standards). If
the ambient noise level is greater than the identified noise standards, the noise standard becomes the
ambient noise level without the offending noise.
Table 4.8-7

SOURCE:

City of Santa Ana Noise Ordinance Exterior Noise Standards

Noise Level That May Not Be


Exceeded for More Than

7:00 A.M.10:00 P.M.

10:00 P.M.7:00 A.M.

30 minutes in any hour

55 dBA

50 dBA

15 minutes in any hour

60 dBA

55 dBA

5 minutes in any hour

65 dBA

60 dBA

1 minute in any hour

70 dBA

65 dBA

Any time

75 dBA

70 dBA

City of Santa Ana Municipal Code Section 18-312

In the event that the alleged offensive noise consists entirely of impact noise, simple tone noise, speech, music or any combination
thereof, the specified noise limits are reduced by 5 dB(A)

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8-15

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Section 18-313 of the Municipal Code establishes interior noise standards that apply to all residential
properties within the designation Noise Zone 1. Interior noise levels must not exceed 55 dBA between
the hours of 7:00 A.M. and 10:00 P.M. or 45 dBA between the hours of 10:00 P.M. and 7:00 A.M., as shown
in Table 4.8-8 (City of Santa Ana Noise Ordinance Interior Noise Standards). As with Section 18-312 of
the Municipal Code, if the ambient noise level is greater than the identified noise standards, the noise
standard becomes the ambient noise level without the offending noise.
Table 4.8-8

SOURCE:

City of Santa Ana Noise Ordinance Interior Noise Standards

Noise Level That May Not Be


Exceeded for More Than

7:00 A.M.10:00 P.M.

10:00 P.M.7:00 A.M.

5 minutes in any hour

55 dBA

45 dBA

1 minute in any hour

60 dBA

50 dBA

Any time

65 dBA

55 dBA

City of Santa Ana Municipal Code Section 18-312

Interior noise measurements shall be made within the affected dwelling unit. The measurement shall be made at a point at least
four (4) feet from the wall, ceiling, or floor nearest the alleged offensive noise source and may be made with the windows of the
affected unit open. In the event the alleged offensive noise consists entirely of impact noise, simple tone noise, speech, music, or
any combination thereof, each of the above noise levels shall be reduced by five (5) dB(A).

Section 18-314 of the Noise Ordinance provides special provisions which exempt certain activities from
the standards established in the Noise Ordinance. As such, the following activities are exempt:
Activities conducted on the grounds of any public or private nursery, elementary, intermediate or
secondary school or college
Outdoor gatherings, public dances and shows, provided said events are conducted pursuant to a
license issued by the City of Santa Ana
Activities conducted on any park or playground, provided such park or playground is owned and
operated by a public entity
Any mechanical device, apparatus or equipment used, related to or connected with emergency
machinery, vehicle or work
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 any time on Sunday or a federal holiday
All mechanical devices, apparatus or equipment which are utilized for the protection or salvage of
agricultural crops during periods of potential or actual frost damage or other adverse weather
condition
Mobile noise sources associated with agricultural operations, provided such operations 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
Mobile noise sources associated with agricultural pest control through pesticide application,
provided that the application is made in accordance with restricted material permits issued by or
regulations enforced by the agricultural commissioner

4.8-16

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

Noise sources associated with the maintenance of real property, provided said activities take place
between 7:00 A.M. and 8:00 P.M. on any day except Sunday or a federal holiday, or between the
hours of 9:00 A.M. and 8:00 P.M. on Sunday or a federal holiday
Any activity to the extent regulation thereof has been preempted by state or federal law
Under Section 18-314(e) of the Municipal Code, construction activity noise sources are exempt from the
Noise Ordinance standards so long that the 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.

4.8.3

Project Impacts and Mitigation

Analytic Method
Implementation of the proposed project could result in the introduction of noise levels that may exceed
permitted City noise levels. The primary sources of noise associated with the proposed project would be
construction activities within the Transit Zoning Code (SD 84A and SD 84B) area and project-related
traffic volumes associated with operation of those projects. Secondary sources of noise would include
new stationary sources (such as heating, ventilation, and air conditioning units) and increased human
activity throughout the Transit Zoning Code (SD 84A and SD 84B) area. In addition, land use allowed
under the Transit Zoning Code (SD 84A and SD 84B) could be affected by noise generated by existing
rail operations along the AT&SF tracks, which run through the eastern portion of the Transit Zoning
Code (SD 84A and SD 84B) area. The net increase in noise levels generated by these activities and other
sources have been quantitatively estimated and compared to the applicable noise standards and
thresholds of significance.
Aside from noise levels, groundborne vibration would also be generated during the construction phase of
the proposed projects within the Transit Zoning Code (SD 84A and SD 84B) area by various types of
construction equipment. In addition, land uses allowed under the Transit Zoning Code (SD 84A and
SD 84B) could be affected by groundborne vibration generated by existing rail operations along the
AT&SF tracks. Thus, the groundborne vibration levels generated by construction equipment have also
been quantitatively estimated and compared to applicable thresholds of significance.

Construction Noise Levels


Construction noise levels were estimated by data published by the U.S. Environmental Protection
Agency (U.S. EPA). Potential noise levels are identified for on- and off-site locations that are sensitive to
noise, including residences and schools.
The EPA has compiled data regarding the noise-generating characteristics of typical construction
activities. These noise levels would diminish rapidly with distance from the construction site, at a rate of
approximately 6 dBA per doubling of distance. For example, a noise level of 86 dBA measured at 50 feet
from the noise source to the receptor would reduce to 80 dBA at 100 feet from the source to the
receptor, and reduce by another 6 dBA to 74 dBA at 200 feet from the source to the receptor.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8-17

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Roadway Noise Levels


Roadway noise levels have been calculated for various locations in and around the Transit Zoning Code
(SD 84A and SD 84B) area. The noise levels were calculated using the FHWA-RD-77-108 model and
traffic volumes from the project traffic study. The average vehicle noise rates (energy rates) utilized in the
FHWA Model have been modified to reflect average vehicle noise rates identified for California by
Caltrans. Traffic volumes used in the FHWA model are derived from the project traffic study, which is
provided in its entirety Appendix G and summarized in Section 4.11 (Transportation/Traffic) of this
document.

Railway Noise Levels


Railway noise levels resulting from railway operations occurring within the Transit Zoning Code
(SD 84A and SD 84B) area were estimated using data published by Harris Miller Miller & Hanson Inc.
(HMMH 2006) for the Federal Transit Administration (FTA).

Vibration Levels Associated with Construction Equipment


Groundborne vibration levels resulting from construction activities occurring within the Transit Zoning
Code (SD 84A and SD 84B) area were estimated using data published by Harris Miller Miller & Hanson
Inc. (HMMH 2006) for the FTA. Potential vibration levels are identified for on- and off-site locations
that are sensitive to vibration, including residences and schools.

Vibration Levels Associated with Railway Operations


Groundborne vibration levels resulting from railway operations occurring within the Transit Zoning
Code (SD 84A and SD 84B) area and were estimated using data published by Harris Miller Miller &
Hanson Inc. (HMMH 2006) for the FTA. Potential vibration levels are identified for on-site locations
that are sensitive to vibration, including residences and schools.

Thresholds of Significance
The following thresholds are based on Appendix G of the CEQA Guidelines, as amended. For purposes
of this EIR, implementation of the proposed project may have a significant adverse impact on noise if it
would result in any of the following:
Expose persons to or generate noise levels in excess of standards established in the local general
plan or noise ordinance, or applicable standards of other agencies
Expose persons to or generate excessive groundborne vibration or groundborne noise levels
Cause a substantial permanent increase in ambient noise levels in the project vicinity above levels
existing without the project
Cause a substantial temporary or periodic increase in ambient noise levels in the project vicinity
above levels existing without the project

4.8-18

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

Expose people residing or working in the project site to excessive noise levels from a project
located within an airport land use plan or, where such a plan has not been adopted, within 2 miles
of a public airport or public use airport
Expose people residing or working in the project site to excessive noise levels from a project
located within the vicinity of a private airstrip
The CEQA Guidelines do not define the levels at which temporary and permanent increases in ambient
noise are considered substantial. As discussed previously in this section, a noise level increase of 3 dBA
is barely perceptible to most people, a 5 dBA increase is readily noticeable, and a difference of 10 dBA
would be perceived as a doubling of loudness. Based on this information, the following thresholds would
apply to the operational characteristics of the proposed project:
Less than 3 dBA: not discernable, not significant
Greater than 3 dBA but less than 5 dBA: noticeable, but not significant, if noise levels remain
below 65 dBA CNEL noise level standard at sensitive land uses including residential uses
Five dBA or greater: potentially significant, if the noise increase would meet or exceed 65 dBA
CNEL noise level standard at sensitive land uses including residential uses
Five dBA or greater: potentially significant
The CEQA Guidelines also do not define the levels at which groundborne vibration or groundborne
noise is considered excessive. For the purpose of this analysis, groundborne vibration impacts
associated with human annoyance would be significant if the proposed project exceeds 85 VdB, which is
the vibration level that is considered by FTA to be acceptable only if there are an infrequent number of
events per day (as described in Table 4.8-2 [Human Response to Different Levels of Groundborne
Vibration]). In terms of groundborne vibration impacts on structures, this analysis will use FTAs
vibration damage threshold of approximately 100 VdB for fragile buildings and approximately 95 VdB
for extremely fragile historic buildings (HMMH 2006).

Effects Found to Have No Impact


Threshold

If the project is located within an airport land use plan or, where such a plan has
not been adopted, within 2 miles of a public airport or public use airstrip, would it
expose people residing or working in the project site to excessive noise levels?

As discussed in Section 4.6 (Hazards and Hazardous Materials), the proposed project is not located
within an airport land use plan or within 2 miles of a public airport or public use airport. The nearest
public airport to the project is the John Wayne Airport, which is located approximately 5.0 miles south of
the proposed project. Further, the proposed project is located over 5,000 feet from the 60 CNEL noise
contour for John Wayne Airport. Thus, no impact related to the exposure of people residing or working
in the project area to excessive airport related noise levels is anticipated, and no further analysis is
required in this EIR.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8-19

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Threshold

If the project is located within the vicinity of a private airstrip, would it expose
people residing or working in the project site to excessive noise levels?

The Transit Zoning Code (SD 84A and SD 84B) area is not located within the vicinity of a private
airstrip. Thus, no impact related to the exposure of people residing or working in the project site to
excessive airstrip-related noise levels is anticipated, and no further analysis is required in this EIR.

Effects Found to Be Less Than Significant


Threshold

Impact 4.8-1

Would the project result in the exposure of persons to or generation of noise levels
in excess of standards established in the local general plan or noise ordinance, or
applicable standards of other agencies?

Construction activities associated with the proposed project would


generate noise levels that exceed the noise standards established by the
City of Santa Ana Municipal Code. This is considered a potentially
significant impact. Implementation of mitigation measures MM4.8-1
through MM4.8-4 would reduce this impact, but noise levels could still be
substantial. However, the projects construction noise impacts would be
temporary and would be consistent with the exemption for construction
noise that exists in the Municipal Code. Therefore, this impact would be
considered less than significant.

The proposed project has the potential to result in events that may exceed permitted noise levels. The
primary sources of noise associated with the proposed project would be construction activities and
project-related traffic volumes. Secondary sources include increased human activity throughout the sites.
Noise limits for sensitive uses established in Section 18-311 and 18-312 of the Santa Ana Municipal Code
are shown in Table 4.8-7 and Table 4.8-8.
Development of projects under the Transit Zoning Code (SD 84A and SD 84B) would require the use of
heavy equipment for demolition, site excavation, installation of utilities, site grading, paving, and building
fabrication. Construction activities would also involve the use of smaller power tools, generators, and
other sources of noise. During each stage of construction there would be a different mix of equipment
operating, and noise levels would vary based on the amount of equipment in operation and the location
of the activity.
The EPA has compiled data regarding the noise generating characteristics of specific types of
construction equipment and typical construction activities. These data are presented in Table 4.8-9
(Noise Ranges of Typical Construction Equipment) and Table 4.8-10 (Typical Outdoor Construction
Noise Levels). These noise levels would diminish rapidly with distance from the construction site at a
rate of approximately 6 dBA per doubling of distance. For example, a noise level of 86 dBA measured at
50 feet from the noise source to the receptor would reduce to 80 dBA at 100 feet from the source to the
receptor, and reduce by another 6 dBA to 74 dBA at 200 feet from the source to the receptor.

4.8-20

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

Table 4.8-9

Noise Ranges of Typical Construction Equipment

Equipment

Noise Levels in dBA Leq at 50 Feet a

Front Loader

73 to 86

Trucks

82 to 95

Cranes (moveable)

75 to 88

Cranes (derrick)

86 to 89

Vibrator

68 to 82

Saws

72 to 82

Pneumatic Impact Equipment

83 to 88

Jackhammers

81 to 98

Pumps

68 to 72

Generators

71 to 83

Compressors

75 to 87

Concrete Mixers

75 to 88

Concrete Pumps

81 to 85

Back Hoe

73 to 95

Pile Driving (peaks)

95 to 107

Tractor

77 to 98

Scraper/Grader

80 to 93

Paver

85 to 88

SOURCE:

U.S. EPA 1971

a. Machinery equipped with noise control devices or other noise-reducing design features does not
generate the same level of noise emissions as that shown in this table.

Noise that would be experienced by sensitive uses due to development associated with implementation
of the proposed project is determined at their property lines. While the nearest sensitive uses vary at
different locations in and around the Transit Zoning Code (SD 84A and SD 84B) area and as specific
development plans have not yet been determined at individual sites, for the purpose of this analysis it is
assumed that sensitive receptors could be as close as 50 feet from where construction would take place.
Sensitive receptors in the project vicinity could experience noise levels up to 86 dBA Leq as a result of
construction activities, or as high as 107 dBA Leq in the event that pile drivers are used. The City of Santa
Ana Municipal Code, Section 18-314(e) allows for noise resulting from construction activities to be
exempt from noise limits established in the Code. In accordance with the Noise Ordinance, construction
activities would also be limited to the hours of 7:00 A.M. and 8:00 P.M. Monday through Saturday, and is
prohibited on Sundays and federal holidays. As construction would not occur except during the times
permitted in the Noise Ordinance, and as the Municipal Code, Section 18-314(e) of the Municipal Code
allows construction noise in excess of standards to occur between these hours, the proposed project
would not violate established standards.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8-21

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.8-10
Construction Phase

Typical Outdoor Construction Noise Levels

Noise Levels at 50 Feet(dBA Leq)

Noise Levels at 50 Feet with Mufflers (dBA Leq)

Ground Clearing

84

82

Excavation, Grading

89

86

Foundations

78

77

Structural

85

83

Finishing

89

86

SOURCE:

U.S. EPA 1971

The following mitigation measures shall be implemented as part of the proposed project:
MM4.8-1

All construction activity within the City shall be conducted in accordance with Section 18-314(e) of
the City of Santa Ana Municipal Code.

MM4.8-2

Each project applicant shall require by contract specifications that the following construction best
management practices (BMPs) be implemented by contractors to reduce construction noise levels:
Two weeks prior to the commencement of construction, notification must be provided to property
owners within 300 feet of a project site disclosing the construction schedule, including the various
types of activities that would be occurring throughout the duration of the construction period
Ensure that construction equipment is properly muffled according to industry standards and be in
good working condition
Place noise-generating construction equipment and locate construction staging areas away from
sensitive uses, where feasible
Schedule high noise-producing activities between the hours of 8:00 A.M. and 5:00 P.M. to
minimize disruption on sensitive uses
Implement noise attenuation measures, which may include, but are not limited to, temporary noise
barriers or noise blankets around stationary construction noise sources
Use electric air compressors and similar power tools rather than diesel equipment, where feasible
Construction-related equipment, including heavy-duty equipment, motor vehicles, and portable
equipment, shall be turned off when not in use for more than 30 minutes
Construction hours, allowable workdays, and the phone number of the job superintendent shall be
clearly posted at all construction entrances to allow for surrounding owners and residents to contact
the job superintendent. If the City or the job superintendent receives a complaint, the
superintendent shall investigate, take appropriate corrective action, and report the action taken to
the reporting party.
Contract specifications shall be included in the proposed project construction documents, which shall be
reviewed by the City prior to issuance of a grading permit.

MM4.8-3

4.8-22

Each project applicant shall require by contract specifications that construction staging areas along
with the operation of earthmoving equipment within the project area would be located as far away from
vibration and noise sensitive sites as possible. Contract specifications shall be included in the proposed

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

project construction documents, which shall be reviewed by the City prior to issuance of a grading
permit.
MM4.8-4

Each project applicant shall require by contract specifications that heavily loaded trucks used during
construction would be routed away from residential streets. Contract specifications shall be included in
the proposed project construction documents, which shall be reviewed by the City prior to issuance of a
grading permit.

Implementation of mitigation measures MM4.8-1 through MM4.8-4 would ensure that impacts
associated with construction-related noise would be minimized. Therefore, this impact would be less
than significant.
Impact 4.8-2

Operation of the proposed project could expose noise-sensitive land uses


to noise levels that exceed the standards established by the City of Santa
Ana General Plan. This is considered a potentially significant impact.
Implementation of mitigation measures MM4.8-5 through MM4.8-7 would
reduce this impact to a less-than-significant level.

Sources of noise generated by implementation of the proposed project would include new stationary
sources (such as rooftop heating, ventilation, and air conditioning [HVAC] systems for the residential
and office uses). The proposed project would also introduce new activity and noise to the area as part of
the development of a new mix of uses under the proposed project. As shown in Table 4.8-3 (Existing
Noise Levels Within and Around the Transit Zoning Code (SD 84A and SD 84B) Area), noise
monitoring in the project area indicates that existing noise levels on site currently exceed the 65 dBA
desirable maximum noise standard for high density residential uses. Development of new residences in
areas where existing noise levels are over 65 dBA could constitute a significant impact. As the noise
levels monitored on-site exceed the 65 dBA thresholds, the project site would not meet acceptable noise
levels for a residential use. It should be noted that some monitoring locations such as Santa Ana Street,
east of Ross St., and the intersection of Main Street and Third Street, are located in institutional and
commercial areas, respectively, and contain uses that typically do not qualify as sensitive receptors.
Further, impacts related to substantial permanent increases in ambient noise levels that could potentially
result with implementation of the proposed project are discussed below under Impact 4.8-8.
The City of Santa Ana General Plan states that all residential uses should be protected with sound
insulation over and above that provided by normal building construction when constructed in areas
exposed to greater than 60 dBA CNEL. As such the following mitigation measures shall be implemented
to all residential development within the Transit Zoning Code (SD 84A and SD 84B) area where the
existing noise levels exceed the 60 dBA CNEL standard established in the General Plan.
MM4.8-5

When residential uses would be located in areas with noise levels in excess of 60 dBA CNEL (either
through conversion of use/structure or new construction), the project applicant shall provide noise
barriers around private open space areas, including patios and balconies, as necessary. The height and
density of the barriers shall be sufficient to reduce the exterior noise levels within private open space
areas to a CNEL of 65 dBA or less.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8-23

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

MM4.8-6

Prior to issuance of building permits, building plans shall specify the STC rating of windows and
doors for all residential land uses. Window and door ratings shall be sufficient to reduce the interior
noise level to a CNEL of 45 dBA or less, and shall be determined by a qualified acoustical
consultant as part of the final engineering design of the project.

As previously discussed, implementation of the proposed project would lead to the development of highdensity residential uses in areas that exceed the 65 dBA CNEL Desirable Maximum, and this would be
considered a significant impact. However, implementation of mitigation measure MM4.8-5 would ensure
that exterior living spaces, such as porches and patios, are constructed in a manner that noise levels do
not exceed the 65 dBA CNEL. Further implementation of mitigation measure MM4.8-6 would ensure
that interior living spaces of the residential units do not exceed 45 dBA CNEL. Therefore, this impact
would be reduced to a level of less than significant.
In addition, the HVAC systems that would be installed for the new residential development associated
with the proposed project can result in noise levels that average between 50 and 65 dBA Leq at 50 feet
from the equipment. As 24-hour CNEL noise levels are about 6.7 dBA greater than 24-hour Leq
measurements, this means that the HVAC equipment associated with the retail-commercial buildings
could generate community noise levels that average between 57 to 72 dBA CNEL at 50 feet when the
equipment is operating constantly over 24 hours. These HVAC units would be mounted on the rooftops
of the proposed buildings and would be screened from view by building features. However, the
installation of shielding around these HVAC systems would be required as part of the proposed project,
as stated in mitigation measure MM4.8-7 below.
MM4.8-7

Each project applicant shall provide proper shielding for all new HVAC systems used by the
proposed residential and mixed use buildings to achieve an attenuation of 15 dBA at 50 feet from the
equipment.

The shielding installed around these systems would typically reduce noise levels by approximately
15 dBA, which could reduce HVAC system noise to approximately 50 dBA Leq at 50 feet from the
equipment, which would be approximately 56.7 dBA CNEL. Implementation of mitigation measure
MM4.8-7 would ensure that impacts related to the HVAC systems would remain below the 65 dBA
CNEL Desirable Maximum exterior noise level guideline established in the Citys General Plan for
high density residential uses. As such impacts to residents of the proposed project relating to HVAC
systems would be less than significant.
Threshold

Impact 4.8-3

Would the project result in the exposure of persons to or generation of excessive


groundborne vibration or groundborne noise levels?

Operation of the proposed project would not generate and expose sensitive
receptors on site or off site to excessive groundborne vibration or
groundborne noise levels. This is considered a less-than-significant
impact.

During operation of the proposed project, background operational vibration levels would be expected to
average around 50 VdB, as discussed previously in this section. This is substantially less than the 85 VdB

4.8-24

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

threshold for people in the vicinity of the project site. Groundborne vibration resulting from operation
of the proposed project would primarily be generated by trucks making periodic deliveries to the
proposed Transit Zoning Code (SD 84A and SD 84B) area. However, these types of deliveries would be
consistent with deliveries that are currently made along roadways to commercial uses in the proposed
Transit Zoning Code (SD 84A and SD 84B) area and in the proposed project vicinity and would not
increase groundborne vibration above existing levels. Because no substantial sources of groundborne
vibration would be built as part of the proposed project, no vibration impacts would occur during
operation of the proposed project. Therefore, operation of the proposed project would not expose
sensitive receptors on or off site to excessive groundborne vibration or groundborne noise levels, and
this impact would be less than significant.
Impact 4.8-4

Operation of the Southern California Regional Rail Authoritys rail line


would not generate and expose sensitive receptors located within the
Transit Zoning Code (SD 84A and SD 84B) area to excessive groundborne
vibration or groundborne noise levels. This is considered a less-thansignificant impact.

Implementation of the Transit Zoning Code (SD 84A and SD 84B) would locate new sensitive land uses
within the vicinity of the existing railroad tracks. Problems for residential uses, such as disturbance due to
groundborne vibration from these sources, are usually contained to areas within about 200 feet of the
vibration source (HMMH 2006). Typically, the main effect of groundborne vibration is to cause
annoyances for occupants of nearby buildings. The proposed residential uses in the Logan
Neighborhood, Transit Village, and First Street Corridor could be located within 200 feet from the
centerline of the railroad. As discussed earlier, trains typically produce a vibration level of 75 VdB at a
distance of 50 feet from the tracks during operation and 65 dBA at a distance of 50 feet while stopped at
a train station, both of which are below the human annoyance threshold of 85 VdB. Therefore, the
occupants of the proposed residential units would not be exposed to potentially significant vibration
levels, and this impact would be less than significant.
Threshold

Impact 4.8-5

Would the project result in a substantial temporary or periodic increase in ambient


noise levels in the project vicinity above levels existing without the project?

Construction activities associated with the proposed project would result in


a substantial temporary or periodic increase in ambient noise levels.
However, the projects construction noise impacts would be temporary,
would not occur during recognized sleep hours, and would be consistent
with the exemption for construction noise that exists in the Municipal
Code. Therefore, this impact would be considered less than significant.

As discussed in Impact 4.8-1, construction activities associated with the proposed project could reach
above 86 dBA Leq within 50 feet of the proposed project site. These construction activities would
represent a substantial temporary or periodic increase in ambient noise levels. As discussed previously
under Thresholds of Significance, this analysis assumes that an increase of 5.0 dBA or greater over
ambient noise levels is substantial and significant. As shown in Table 4.8-3, the highest existing daytime
ambient noise level monitored in the project vicinity was 77.0 dBA Leq at the Rail Station Platform. As

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8-25

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

such, the noise generated by construction activities for the proposed project could result in a temporary
increase in ambient noise levels of over 5 dBA at uses adjacent to the project site. However, with
implementation of mitigation measure MM4.8-1, the construction activities would only occur during the
permitted hours designated in the City of Santa Ana Municipal Code Section 18-314(e), and thus would
not occur during recognized sleep hours for residences or on days that residents are most sensitive to
exterior noise (Sundays and federal holidays). As such, while the physical impact from an increase in
ambient noise levels could occur from the construction activities associated with the proposed project, an
adverse effect on the nearby residents would not occur. Implementation of mitigation measures
MM4.8-2 through MM4.8-4 would also help reduce this impact. Therefore, with mitigation, this impact
would be less than significant.
Impact 4.8-6

Operation of the proposed project would not result in temporary or


periodic increases in ambient noise levels. There would not be a
substantial temporary or periodic increase and, thus, this impact would be
less than significant.

Operation of the proposed project would not include special events or temporary activities which would
cause an increase in ambient noise levels. In addition, operation of the proposed project would not
require periodic use of special stationary equipment that would expose off-site sensitive receptors to an
increase in ambient noise levels above those existing without the proposed project. Therefore, there
would be no temporary or periodic noise impacts to on- or off-site receptors due to operation of the
proposed project. This impact would be less than significant.
Threshold

Impact 4.8-7

Would the project result in a substantial permanent increase in ambient noise


levels in the project vicinity above levels existing without the project?

Operation of the proposed project would not generate increased local


traffic volumes that would cause a substantial permanent increase in
ambient noise levels in the project vicinity. This is considered a less-thansignificant impact.

The increase in traffic resulting from implementation of the proposed project would increase the ambient
noise levels at sensitive off-site locations in the project vicinity. Traffic was analyzed both for near-term
project opening year (2030) and long range (2035) General Plan buildout conditions. Traffic analyzed as
part of the 2030 traffic analysis was derived from existing traffic, an ambient growth factor of 0.5 percent
per year and the traffic that is anticipated to occur based on known development projects within the
vicinity of the study area that will contribute some (or all) of their traffic to the various study area
roadways and intersections. Traffic analyzed as part of the 2035 traffic analysis was obtained from the
OCTA Traffic Demand model. Previous analysis was conducted by using OCTAM 3.2 travel demand
forecasting model. KOA conducted screenline analysis for OCTAs later version model OCTAM 3.3.
The screenline analysis surrounding the City indicates that OCTAM 3.3 represents about 11 percent
higher traffic volumes forecasting for both the AM and PM peak hour models. KOA therefore applied
an 11 percent growth factor to the original OCTAM 3.2 traffic volume forecast. The growth in housing,
population, and employment included in the OCP-2004 demographic projections is consistent with the

4.8-26

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

anticipated growth that is expected in conjunction with buildout of the City of Santa Ana General Plan
land uses and circulation element.
Table 4.8-11 compares near-term (2030) conditions with the project to existing conditions to identify the
overall change in future noise levels along study area roadway segments. As discussed previously, a
difference of 3.0 dBA between 24-hour noise levels is a barely perceptible increase to most people. A
5.0 dBA increase is readily noticeable, and a difference of 10 dBA would be perceived as a doubling of
loudness. Existing traffic noise levels are identified in Table 4.8-4. Noise levels associated with traffic
generated from existing conditions within the proposed project area were calculated along study-area
roadway segments using traffic data from the traffic study (included in Appendix G). In addition,
Table 4.8-10 (Traffic Noise Impacts for Year 2030) also compares near-term (2030) with project
conditions to near-term (2030) without project conditions to determine the projects contribution to
changes in noise levels along study area roadway segments.
Table 4.8-11

Traffic Noise Impacts for Year 2030


Noise Levels in dBA CNEL at 50 feet

Existing
Conditions

Year 2030
Without Project
Traffic Volumes

Year 2030
With Project
Traffic Volumes

Increase
with Project
over
Existing
Conditions

Flower StreetSanta
Ana Blvd to Civic
Center Dr

67.6

68.2

68.2

0.6

0.0

3.0

No

Flower Street17th
St to Civic Center Dr

67.5

67.9

68.0

0.5

0.1

3.0

No

Civic Center Dr
West of Flower St

67.6

68.1

68.3

0.7

0.2

3.0

No

Civic Center Dr
Flower St to Ross St

67.3

67.8

68.1

0.8

0.3

3.0

No

Flower StreetSanta
Ana Blvd to 1st St

67.6

68.2

68.3

0.7

0.1

3.0

No

Santa Ana Blvd


West of Flower St

63.8

64.2

64.6

0.8

0.4

5.0

No

Santa Ana Blvd


Flower St to Parton St

64.7

65.1

65.6

0.9

0.5

5.0

No

Santa Ana Blvd


Parton St to Ross St

64.7

65.1

65.6

0.9

0.5

5.0

No

Civic Center Dr
Ross St to Broadway

66.8

67.4

67.8

1.0

0.4

3.0

No

Santa Ana Blvd


Ross St to Broadway

64.4

64.9

65.4

1.0

0.5

5.0

No

BroadwayCivic
Center Dr to Santa
Ana Blvd

67.7

68.3

68.3

0.6

0.0

3.0

No

Roadway Segment

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Project
Contribution

Significance
Thresholda

Exceeds
Significance
Threshold?

4.8-27

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.8-11

Traffic Noise Impacts for Year 2030


Noise Levels in dBA CNEL at 50 feet

Existing
Conditions

Year 2030
Without Project
Traffic Volumes

Year 2030
With Project
Traffic Volumes

Increase
with Project
over
Existing
Conditions

BroadwayCivic
Center Dr to
Washington Ave

68.8

69.4

69.5

0.7

0.1

3.0

No

Civic Center Dr
Broadway to
Sycamore St

66.7

67.3

67.7

1.0

0.4

3.0

No

BroadwaySanta
Ana Blvd to 5th St

67.1

67.6

67.7

0.6

0.1

3.0

No

Santa Ana Blvd


Broadway to
Sycamore St

63.6

64.3

64.5

0.9

0.2

5.0

No

Broadway5th St to
4th St

67.0

67.6

67.7

0.7

0.1

3.0

No

5th StBroadway to
Ross St

61.0

61.4

61.8

0.8

0.4

5.0

No

5th StBroadway to
Main St

61.0

61.4

61.7

0.7

0.3

5.0

No

Broadway3rd St to
4th St

67.0

67.5

67.7

0.7

0.2

3.0

No

Broadway3rd St to
1st St

67.0

67.5

67.8

0.8

0.3

3.0

No

BroadwaySouth of
1st St

65.5

66.4

66.5

1.0

0.1

3.0

No

1st StBroadway to
Ross St

73.8

74.4

74.5

0.7

0.1

3.0

No

1st StMain St to
Broadway

73.6

74.5

74.6

1.0

0.1

3.0

No

Civic Center Dr
Sycamore St to Main
St

66.7

67.1

67.5

0.8

0.4

3.0

No

Santa Ana Blvd


Sycamore St to Main
St

63.6

64.1

64.4

0.8

0.3

5.0

No

5th StSycamore St
to Broadway

61.0

61.4

61.7

0.7

0.3

5.0

No

5th StSycamore St
to Main St

61.0

61.5

61.8

0.8

0.3

5.0

No

Main StCivic Center


Dr to Santa Ana Blvd

68.7

69.2

69.4

0.7

0.2

3.0

No

Main StCivic Center


Dr to Washington Ave

68.8

69.4

69.5

0.7

0.1

3.0

No

Roadway Segment

4.8-28

Project
Contribution

Significance
Thresholda

Exceeds
Significance
Threshold?

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

Table 4.8-11

Traffic Noise Impacts for Year 2030


Noise Levels in dBA CNEL at 50 feet

Existing
Conditions

Year 2030
Without Project
Traffic Volumes

Year 2030
With Project
Traffic Volumes

Increase
with Project
over
Existing
Conditions

Civic Center DrMain


St to Bush St

65.6

66.1

66.5

0.9

0.4

3.0

No

Main StSanta Ana


Blvd to 5th St

68.7

69.4

69.6

0.9

0.2

3.0

No

Santa Ana Blvd


Main St to Bush St

63.6

64.1

64.4

0.8

0.3

5.0

No

Main St5th St to 4th


St

68.7

69.4

69.6

0.9

0.2

3.0

No

5th StMain St to
Bush St

59.5

60.1

60.5

1.0

0.4

5.0

No

Main St3rd St to 4th


St

68.2

68.9

69.2

1.0

0.3

3.0

No

Main St1st St to 3rd


St

68.2

68.9

69.2

1.0

0.3

3.0

No

Santa Ana Blvd


Bush St to Spurgeon
St

63.6

64.1

64.3

0.7

0.2

5.0

No

5th StBush St to
French St

59.4

59.9

60.3

0.9

0.4

5.0

No

1st StSpurgeon St
to Main St

73.7

74.2

74.4

0.7

0.2

3.0

No

Santa Ana Blvd


Lacy St to Standard
Ave

65.3

65.8

65.8

0.3

0.0

3.0

No

Civic Center Dr
French St to Lacy St

65.6

66.5

66.8

1.2

0.3

3.0

No

Santa Ana Blvd


Lacy St to French St

65.0

65.6

66.1

1.1

0.5

3.0

No

4th StLacy St to
French St

62.5

62.9

63.0

0.5

0.1

5.0

No

1st StLacy St to
Spurgeon St

73.7

74.2

74.4

0.7

0.2

3.0

No

1st StLacy St to
Standard Ave

73.7

74.2

74.4

0.7

0.2

3.0

No

Santiago St
Washington Ave to
Civic Center Dr

64.7

65.4

65.9

1.2

0.5

5.0

No

Santiago St
Washington Ave to
17th St

64.6

65.2

65.6

1.0

0.4

5.0

No

Roadway Segment

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Project
Contribution

Significance
Thresholda

Exceeds
Significance
Threshold?

4.8-29

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.8-11

Traffic Noise Impacts for Year 2030


Noise Levels in dBA CNEL at 50 feet

Existing
Conditions

Year 2030
Without Project
Traffic Volumes

Year 2030
With Project
Traffic Volumes

Increase
with Project
over
Existing
Conditions

Santiago StSanta
Ana Blvd to Civic
Center Dr

64.3

65.2

65.9

1.6

0.7

5.0

No

Civic Center Dr
Santiago St to Lacy St

65.5

66.0

66.2

0.7

0.2

3.0

No

Civic Center Dr
Lincoln Ave to
Santiago St

65.4

66.0

66.0

0.6

0.0

5.0

No

Santiago StSanta
Ana Blvd to Brown St

63.1

63.5

64.7

1.6

0.2

5.0

No

Santa Ana Blvd


Santiago St to Lacy St

65.3

65.9

66.6

1.3

0.7

3.0

No

Santa Ana Blvd


Santiago St to U-24

68.0

68.7

69.0

1.0

0.3

3.0

No

4th StSantiago St to
Lacy St

64.5

64.9

65.0

0.5

0.1

5.0

No

Grand Ave4th St to
Santa Ana Blvd

72.1

72.7

72.8

0.7

0.1

3.0

No

Grand AveSanta
Ana Blvd to 17th St

71.4

72.1

72.5

1.1

0.4

3.0

No

Santa Ana BlvdEast


of Grand Ave

62.8

63.5

63.5

0.7

0.0

5.0

No

Grand Ave1st St to
4th St

71.5

72.0

72.2

0.7

0.2

3.0

No

4th StGrand Ave to


Santiago St

64.5

65.0

65.5

1.0

0.5

5.0

No

4th StEast of Grand


Ave

65.0

65.6

65.8

0.8

0.2

3.0

No

Grand AveSouth of
1st St

72.4

73.1

73.3

0.9

0.2

3.0

No

1st StStandard Ave


to Grand Ave

73.8

74.4

74.6

0.8

0.2

3.0

No

1st StEast of Grand


Ave

73.5

73.9

74.1

0.6

0.2

3.0

No

Penn WaySouth of
I-5 SB Ramps

63.8

64.5

65.0

1.2

0.5

5.0

No

Penn WayNorth of
I-5 SB Ramps

66.5

66.9

67.2

0.7

0.3

3.0

No

Santa Ana Blvd


West of I-5 SB Ramps

69.7

70.1

70.8

1.1

0.7

3.0

No

Roadway Segment

4.8-30

Project
Contribution

Significance
Thresholda

Exceeds
Significance
Threshold?

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

Table 4.8-11

Traffic Noise Impacts for Year 2030


Noise Levels in dBA CNEL at 50 feet

Existing
Conditions

Year 2030
Without Project
Traffic Volumes

Year 2030
With Project
Traffic Volumes

Increase
with Project
over
Existing
Conditions

Santa Ana BlvdEast


of I-5 SB Ramps

67.7

68.2

68.9

1.2

0.7

3.0

No

17th StWest of I-5


NB Ramps

74.4

74.8

74.8

0.4

0.0

3.0

No

17th StEast of I-5


NB Ramps

73.4

73.8

73.8

0.4

0.0

3.0

No

Grand AveSouth of
I-5 NB Ramps

73.0

73.5

73.8

0.8

0.3

3.0

No

Grand AveNorth of
I-5 NB Ramps

72.7

73.2

73.3

0.6

0.1

3.0

No

Roadway Segment

SOURCE:

Project
Contribution

Significance
Thresholda

Exceeds
Significance
Threshold?

PBS&J, 2010 (calculation data and results are provided in Appendix F).

a. Significance Thresholds are set as follows:


5.0 dBA CNEL if the noise increase is below the City of Santa Ana standard of 65 dBA CNEL
3.0 dBA CNEL if the noise increase meets or exceeds the City of Santa Ana standard of 65 dBA CNEL

Similarly, Table 4.8-12 (Traffic Noise Impacts for Year 2035) compares long-term (2035) conditions with
the project to existing conditions to identify the overall change in future noise levels along study area
roadway segments. In addition, Table 4.8-12 also compares long-term (2035) with project conditions to
long-term (2035) without project conditions to determine the projects contribution to changes in noise
levels along study area roadway segments.
Table 4.8-12

Traffic Noise Impacts for Year 2035


Noise Levels in dBA CNEL at 50 feet

Existing
Conditions

Year 2035
Without Project
Traffic Volumes

Year 2035
With Project
Traffic Volumes

Increase
with Project
over
Existing
Conditions

Flower Street
Santa Ana Blvd to
Civic Center Dr

67.6

68.8

68.8

1.2

0.0

3.0

No

Flower Street17th
St to Civic Center Dr

67.5

68.5

68.6

1.1

0.1

3.0

No

Civic Center Dr
West of Flower St

67.6

68.6

68.8

1.2

0.2

3.0

No

Civic Center Dr
Flower St to Ross St

67.3

68.4

68.7

1.4

0.3

3.0

No

Flower Street
Santa Ana Blvd to
1st St

67.6

69.2

69.2

1.6

0.0

3.0

No

Roadway Segment

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Project
Contribution

Significance
Thresholda

Exceeds
Significance
Threshold?

4.8-31

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.8-12

Traffic Noise Impacts for Year 2035


Noise Levels in dBA CNEL at 50 feet

Existing
Conditions

Year 2035
Without Project
Traffic Volumes

Year 2035
With Project
Traffic Volumes

Increase
with Project
over
Existing
Conditions

Santa Ana Blvd


West of Flower St

63.8

64.9

65.3

1.5

0.4

5.0

No

Santa Ana Blvd


Flower St to Parton
St

64.7

65.7

66.1

1.4

0.4

5.0

No

Santa Ana Blvd


Parton St to Ross St

64.7

66.3

66.6

1.9

0.3

5.0

No

Civic Center Dr
Ross St to
Broadway

66.8

68.0

68.3

1.5

0.3

3.0

No

Santa Ana Blvd


Ross St to
Broadway

64.4

65.6

66.0

1.6

0.4

5.0

No

BroadwayCivic
Center Dr to Santa
Ana Blvd

67.7

68.8

68.8

1.1

0.0

3.0

No

BroadwayCivic
Center Dr to
Washington Ave

68.8

69.8

69.9

1.1

0.1

3.0

No

Civic Center Dr
Broadway to
Sycamore St

66.7

68.0

68.3

1.6

0.3

3.0

No

BroadwaySanta
Ana Blvd to 5th St

67.1

68.1

68.2

1.1

0.1

3.0

No

Santa Ana Blvd


Broadway to
Sycamore St

63.6

65.0

65.2

1.6

0.2

5.0

No

Broadway5th St to
4th St

67.0

68.1

68.3

1.3

0.2

3.0

No

5th StBroadway to
Ross St

61.0

62.0

62.3

1.3

0.3

5.0

No

5th StBroadway to
Main St

61.0

63.2

63.5

2.5

0.3

5.0

No

Broadway3rd St
to 4th St

67.0

68.1

68.3

1.3

0.2

3.0

No

Broadway3rd St
to 1st St

67.0

69.2

69.3

2.3

0.1

3.0

No

BroadwaySouth of
1st St

65.5

66.6

66.6

1.1

0.0

3.0

No

1st StBroadway to
Ross St

73.8

74.8

74.9

1.1

0.1

3.0

No

Roadway Segment

4.8-32

Project
Contribution

Significance
Thresholda

Exceeds
Significance
Threshold?

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

Table 4.8-12

Traffic Noise Impacts for Year 2035


Noise Levels in dBA CNEL at 50 feet

Existing
Conditions

Year 2035
Without Project
Traffic Volumes

Year 2035
With Project
Traffic Volumes

Increase
with Project
over
Existing
Conditions

1st StMain St to
Broadway

73.6

74.8

74.9

1.3

0.1

3.0

No

Civic Center Dr
Sycamore St to
Main St

66.7

67.7

68.1

1.4

0.4

3.0

No

Santa Ana Blvd


Sycamore St to
Main St

63.6

64.7

64.9

1.3

0.2

5.0

No

5th StSycamore
St to Broadway

61.0

62.0

62.3

1.3

0.3

5.0

No

5th StSycamore
St to Main St

61.0

62.0

62.3

1.3

0.3

5.0

No

Main StCivic
Center Dr to Santa
Ana Blvd

68.7

69.8

70.0

1.3

0.2

3.0

No

Main StCivic
Center Dr to
Washington Ave

68.8

69.9

70.1

1.3

0.2

3.0

No

Civic Center Dr
Main St to Bush St

65.6

66.7

67.0

1.4

0.3

3.0

No

Main StSanta Ana


Blvd to 5th St

68.7

70.0

70.2

1.5

0.2

3.0

No

Santa Ana Blvd


Main St to Bush St

63.6

65.0

65.2

1.6

0.2

5.0

No

Main St5th St to
4th St

68.7

70.0

70.2

1.5

0.2

3.0

No

5th StMain St to
Bush St

59.5

61.7

61.9

2.4

0.2

5.0

No

Main St3rd St to
4th St

68.2

69.4

69.8

1.6

0.4

3.0

No

Main St1st St to
3rd St

68.2

69.4

69.7

1.5

0.3

3.0

No

Santa Ana Blvd


Bush St to
Spurgeon St

63.6

64.7

64.9

1.3

0.2

5.0

No

5th StBush St to
French St

59.4

60.5

60.9

1.5

0.4

5.0

No

1st StSpurgeon St
to Main St

73.7

74.8

75.0

1.3

0.2

3.0

No

Roadway Segment

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Project
Contribution

Significance
Thresholda

Exceeds
Significance
Threshold?

4.8-33

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.8-12

Traffic Noise Impacts for Year 2035


Noise Levels in dBA CNEL at 50 feet

Existing
Conditions

Year 2035
Without Project
Traffic Volumes

Year 2035
With Project
Traffic Volumes

Increase
with Project
over
Existing
Conditions

Santa Ana Blvd


Lacy St to Standard
Ave

65.3

66.5

66.5

1.2

0.0

3.0

No

Civic Center Dr
French St to Lacy St

65.6

66.9

67.2

1.6

0.3

3.0

No

Santa Ana Blvd


Lacy St to French St

65.0

66.2

66.7

1.7

0.5

3.0

No

4th StLacy St to
French St

62.5

63.6

63.7

1.2

0.1

5.0

No

1st StLacy St to
Spurgeon St

73.7

74.9

75.0

1.3

0.1

3.0

No

1st StLacy St to
Standard Ave

73.7

74.9

75.0

1.3

0.1

3.0

No

Santiago St
Washington Ave to
Civic Center Dr

64.7

67.7

68.1

3.4

0.4

5.0

No

Santiago St
Washington Ave to
17th St

64.6

67.1

67.4

2.8

0.3

5.0

No

Santiago StSanta
Ana Blvd to Civic
Center Dr

64.3

67.9

68.3

4.0

0.4

5.0

No

Civic Center Dr
Santiago St to Lacy
St

65.5

66.6

66.8

1.3

0.2

3.0

No

Civic Center Dr
Lincoln Ave to
Santiago St

65.4

66.4

66.5

1.1

0.1

5.0

No

Santiago StSanta
Ana Blvd to Brown
St

63.1

64.1

65.2

2.1

1.1

5.0

No

Santa Ana Blvd


Santiago St to Lacy
St

65.3

67.7

68.2

2.9

0.5

3.0

No

Santa Ana Blvd


Santiago St to U-24

68.0

69.8

70.1

2.1

0.3

3.0

No

4th StSantiago St
to Lacy St

64.5

65.5

65.6

1.1

0.1

5.0

No

Grand Ave4th St
to Santa Ana Blvd

72.1

73.3

73.4

1.3

0.1

3.0

No

Roadway Segment

4.8-34

Project
Contribution

Significance
Thresholda

Exceeds
Significance
Threshold?

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

Table 4.8-12

Traffic Noise Impacts for Year 2035


Noise Levels in dBA CNEL at 50 feet

Existing
Conditions

Year 2035
Without Project
Traffic Volumes

Year 2035
With Project
Traffic Volumes

Increase
with Project
over
Existing
Conditions

Grand AveSanta
Ana Blvd to 17th St

71.4

73.2

73.6

2.2

0.4

3.0

No

Santa Ana Blvd


East of Grand Ave

62.8

63.9

63.9

1.1

0.0

5.0

No

Grand Ave1st St
to 4th St

71.5

72.5

72.7

1.2

0.2

3.0

No

4th StGrand Ave


to Santiago St

64.5

65.5

66.0

1.5

0.5

5.0

No

4th StEast of
Grand Ave

65.0

66.1

66.2

1.2

0.1

3.0

No

Grand AveSouth
of 1st St

72.4

73.7

73.9

1.5

0.2

3.0

No

1st StStandard
Ave to Grand Ave

73.8

75.1

75.2

1.4

0.1

3.0

No

1st StEast of
Grand Ave

73.5

74.6

74.7

1.2

0.1

3.0

No

Penn WaySouth
of I-5 SB Ramps

63.8

66.7

67.0

3.2

0.3

5.0

No

Penn WayNorth of
I-5 SB Ramps

66.5

67.6

67.8

1.3

0.2

3.0

No

Santa Ana Blvd


West of I-5 SB
Ramps

69.7

70.7

71.3

1.6

0.6

3.0

No

Santa Ana Blvd


East of I-5 SB
Ramps

67.7

68.8

69.5

1.8

0.7

3.0

No

17th StWest of I-5


NB Ramps

74.4

75.4

75.4

1.0

0.0

3.0

No

17th StEast of I-5


NB Ramps

73.4

74.4

74.4

1.0

0.0

3.0

No

Grand AveSouth
of I-5 NB Ramps

73.0

74.3

74.6

1.6

0.3

3.0

No

Grand AveNorth
of I-5 NB Ramps

72.7

74.1

74.2

1.5

0.1

3.0

No

Roadway Segment

SOURCE:

Project
Contribution

Significance
Thresholda

Exceeds
Significance
Threshold?

PBS&J, 2010 (calculation data and results are provided in Appendix F).

a. Significance Thresholds are set as follows:


5.0 dBA CNEL if the noise increase is below the City of Santa Ana standard of 65 dBA CNEL
3.0 dBA CNEL if the noise increase meets or exceeds the City of Santa Ana standard of 65 dBA CNEL

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8-35

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

As stated in the Thresholds of Significance, a 3.0 dBA CNEL increase is considered substantial if the
noise increase would meet or exceed the Citys 65 dBA CNEL noise level standard at high density
residential uses, and a 5.0 dBA CNEL increase is considered substantial where existing noise levels are
below the 65 dBA CNEL standard at high density residential uses. As shown in Table 4.8-11 (Traffic
Noise Impacts for Year 2030) and Table 4.8-12 (Traffic Noise Impacts for Year 2035), none of the
roadways within the Transit Zoning Code (SD 84A and SD 84B) area would result in a 3.0 dBA or
5.0 dBA CNEL increase over existing conditions with implementation of the proposed project under
both scenarios. Likewise, the contribution of the proposed project to this increase under both scenarios
would not exceed 3.0 dBA or 5.0 dBA CNEL. Therefore, this impact would be considered less than
significant.

Effects Found to Be Significant


Threshold

Impact 4.8-8

Would the project result in the exposure of persons to or generation of noise levels
in excess of standards established in the local general plan or noise ordinance, or
applicable standards of other agencies?

Operation of the Southern California Regional Rail Authoritys (SCRRA)


rail line would potentially expose noise-sensitive land uses located within
the Transit Zoning Code (SD 84A and SD 84B) area to noise levels that
exceed the standards established by the City of Santa Ana General Plan.
This is considered a significant and unavoidable impact.

Under the Transit Zoning Code (SD 84A and SD 84B), additional sensitive uses (primarily residential
structures) would be located in close proximity (approximately 100 feet) to the SCRRA rail line. As stated
previously, typical commuter train noise produces a noise level of 80 dBA at 50 feet from the tracks,
while a stopped commuter train would produce a noise level of 65 dBA. Per the Federal Railway
Administration, noise levels associated with trains are anticipated to attenuate/reduce at a rate of
4.5 dBA for each doubling of distance. As such, potentially noise-sensitive uses, such as residential
structures, would likely experience noise levels ranging from 60.5 to 75.5 dBA due to the physical
movement and idling of commuter trains along the SCRRA rail line.
However, in addition to movement and idling noise levels, trains are required to use horns at any at-grade
crossing for safety reasons. Depending on the type of horn used, noise levels could reach 110 dBA at a
distance of 100 feet. Under the Transit Zoning Code (SD 84A and SD 84B), sensitive uses, both interior
and exterior, could be located within areas that may experience excessive noise levels due to train horns.
Interior uses would include predominantly residential structures, while exterior uses at new developments
adjacent to the rail station and the SCRRA rail line may include communal open spaces, such as pocket
parks or pedestrian walkways. It is expected that these uses could be located within the interior of new
developments or on the opposite side of the development from the rail station and SCRRA tracks,
thereby mitigating some of the noise generated by those transportation facilities. In terms of interior uses
and as stated previously, under new construction practices, noise levels inside structures, such as
residential buildings, can be expected to be 30 dBA less than exterior noise levels. As such, the
instantaneous interior noise levels attributable to residential units located within 100 feet of the SCRRA

4.8-36

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

tracks would be reduced to approximately 80 dBA when a train horn blows. However, this noise level
would remain in excess of City noise standards as established in Section 18-312 and 18-313 of the
Municipal Code by approximately 15 dBA for instantaneous noise. As such, this impact would be
considered potentially significant.
Implementation of the mitigation measures provided above (MM4.8-5 and MM4.8-6) will reduce
potential noise levels at sensitive receptors associated with interior and exterior communal and private
spaces but not to levels beneath the standards set in the Citys Municipal Code. In addition to the
aforementioned mitigation measures, the following mitigation measure would be implemented,
MM4.8-8

The City shall provide a written statement to each applicant for projects located within 400 feet of the
SCRRA tracks that shall be provided for each residential unit and resident, notifying them of
potential noise and vibration issues associated with the railroad tracks, including the following:

Notice of Disclosure
Each owners [or renters] interest is subject to the fact that trains operate at different times of the day
and night on the railway tracks immediately adjacent to a project site; and that by accepting the
conveyance of an interest [or lease agreement] in that project, owner [or renter] accepts all impacts
generated by the trains.

Posting of Notice of Disclosure in each residential unit


Prior to offering the first residential unit for purchase, lease, or rent, the property owner or developer
shall post a copy of the Notice of Disclosure in every unit in a conspicuous location. Also, a copy of the
Notice of Disclosure shall be included in all materials distributed for the Project, including but not
limited to: the prospectus, informational literature, and residential lease and rental agreements.
Although the above mitigation measure would reduce impacts, it would not serve to fully mitigate the
potential impact to nearby residents of the Transit Zoning Code (SD 84A and SD 84B). However, it
should also be noted that in accordance with the Final Rule for the Use of Locomotive Horns at
Highway-Rail Grade Crossings, as established by the FRA, local jurisdictions have the ability to prevent
trains from using their horns at at-grade crossings through the establishment of Quiet Zones. The
establishment of a Quiet Zone involves the installation of additional design features that would limit
potential vehicle and pedestrian conflicts with moving trains, including four-quadrant gates, advance
warning signs, mountable curb medians with channelization devices, programmed enforcement, photo
enforcement, and public education and awareness. The City of Santa Ana is currently pursuing the
establishment of a Quiet Zone within the City; however, until such time, the use of a train horns would
be considered to have a significant and unavoidable impact on sensitive receptors developed as part of
the Transit Zoning Code (SD 84A and SD 84B).

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8-37

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Threshold

Would the project result in the exposure of persons to or generation of excessive


groundborne vibration or groundborne noise levels?

Impact 4.8-9

Construction activities associated with the proposed project could generate


or expose persons or structures to excessive groundborne vibration. While
implementation of mitigation measures MM4.8-1 through MM4.8-4 would
minimize this impact, it would not reduce it to a less-than-significant level.
This is considered a significant and unavoidable impact.

Although construction-related vibration associated with individual development projects constructed


pursuant to the Transit Zoning Code would be temporary there are two potential impacts that could
occur. First, vibration at high enough levels can result in human annoyance. Second, groundborne
vibration can potentially damage the foundations and exteriors of historic structures. Groundborne
vibration that can cause this kind of damage is typically limited to impact equipment, especially pile
drivers. Construction activities that would occur pursuant to the Transit Zoning Code have the potential
to generate low levels of groundborne vibration. Table 4.8-13 (Vibration Source Levels for Construction
Equipment) identifies various vibration velocity levels for the types of construction equipment that
would operate within the City during construction.
Table 4.8-13

Vibration Source Levels for Construction Equipment


Approximate VdB

Equipment

25 Feet

50 Feet

75 Feet

100 Feet

Large Bulldozer

87

81

77

75

Loaded Trucks

86

80

76

74

Jackhammer

79

73

69

67

Small Bulldozer

58

52

48

46

SOURCE:

Federal Railroad Administration 1998

In addition to the construction equipment shown in Table 4.8-13 (Vibration Source Levels for
Construction Equipment), vibration that would be experienced from the use of impact pile drivers could
reach as high as 112 VdB at a distance of 25 feet (HMMH 2006). Like noise, groundborne vibration will
attenuate at a rate of approximately 6 VdB per doubling of distance. The groundborne vibration
generated during construction activities would primarily impact existing sensitive uses (e.g., residences,
schools, and hospitals) that are located adjacent to, or within, the vicinity of specific projects. These
sensitive uses could sometimes be located as close as 25 feet to the construction site or as far as several
hundred feet away. Based on the information presented in Table 4.8-13, vibration levels could reach up
to 87 VdB at sensitive uses located within 25 feet of construction. For sensitive uses that are located at or
within 25 feet of potential project construction sites, sensitive receptors (e.g., residents, school children,
and hospital patients) at these locations may experience vibration levels during construction activities that
exceed the FTAs vibration impact threshold of 85 VdB for human annoyance. So long as construction
occurs more than 50 feet from sensitive receptors, the impact associated with groundborne vibration
generated by the equipment would be below 85 VdB and thus would be less than significant. However,
as specific site plans or constructions schedules for projects requiring impact pile drives are unknown at
4.8-38

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

this time, it may be possible that construction activities could occur as close as 25 feet from sensitive
receptors. This would result in these sensitive receptors experiencing vibration impacts above the
threshold of 85 VdB, in which case this impact would be potentially significant. Implementation of
mitigation measures MM4.8-1 through MM4.8-4 would help to reduce this impact, but not to a less-thansignificant level; therefore, this impact would remain significant and unavoidable.

4.8.4

Cumulative Impacts

The geographic context for the analysis of cumulative noise impacts depends on the impact being
analyzed. For construction impacts, only the immediate area around the project site would be included in
the cumulative context. For operational/roadway related impacts, the context is existing and future
development in the City of Santa Ana. This cumulative impact analysis considers development of the
proposed project, in conjunction with ambient growth and other development within the vicinity of the
proposed project in the City of Santa Ana. Noise is by definition a localized phenomenon, and
significantly reduces in magnitude as distance from the source increases. The analysis accounts for all
anticipated cumulative growth within this geographic area, as represented by full implementation of the
City of Santa Ana General Plan Framework and development of the related projects provided in
Table 3-3 in Chapter 3.0 (Project Description).
Increases in noise at sensitive uses would occur as a result of construction of individual projects pursuant
to the Transit Zoning Code the proposed project, along with other construction in the vicinity. Other
construction that may occur in the vicinity of the Transit Zoning Code area would contribute noise levels
similar to those generated by individual development projects. Where this development adjoins a
proposed projects construction, the combined construction noise levels would have a cumulative effect
on nearby sensitive uses. Noise is not strictly additive, and a doubling of noise sources would not cause a
doubling of noise levels; however, cumulative construction noise levels would be in excess of 65 dBA
CNEL at nearby sensitive receptors.
As discussed under Impact 4.8-1, Section 18-314(e) of the City Municipal Code limits construction
activities to between the hours of 7:00 A.M. and 8:00 P.M. Monday through Saturday, and also prohibits
construction activities on Sundays and public holidays. Because compliance with this construction time
limit is required by the City Municipal Code, the proposed project and all other cumulative development
would be exempt, and the cumulative impact associated with construction noise in the Santa Ana area
would be considered less than significant. Similarly, because construction-related noise generated under
the proposed project would be exempt from established noise standards, the construction of the
proposed project would not be cumulatively considerable and the cumulative impact of the project
would also be less than significant.
Other development projects within the City of Santa Ana could potentially introduce residential
development into areas that currently exceed the 60 dBA CNEL standard for residential uses. However,
such residential development would have to be constructed so that noise levels within exterior living
spaces do not exceed the 65 dBA CNEL standard as set forth in the Noise Element of the General Plan.
Since any potential new residential development within the City would be required to mitigate through
site and building design, insulation and other noise preventative measures, the proposed projects impact

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8-39

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

would not be cumulatively considerable and the cumulative impact of the project would also be less
than significant.
As discussed under Impact 4.8-2, all rooftop HVAC equipment would be shielded; therefore, no source
would generate maximum noise levels of greater than 57 dBA Leq at 50 feet. Consequently, multiple units
would have to be located within 50 feet of a receptor to achieve noise levels that would exceed the City
standards. The development types associated with the proposed project and other nearby projects are not
so dense that multiple stationary units would be so closely spaced, either on-site or off-site.
Consequently, the cumulative effect of multiple HVAC units and other mechanical equipment would be
less than significant and the contribution of the project would not be cumulatively considerable. This
would be a less than significant impact.
As discussed in Impact 4.8-9, the construction of individual projects pursuant to the Transit Zoning
Code would produce temporary vibration impacts. However, as discussed in Impact 4.8-9, the
construction vibration impact would be significant and unavoidable. Cumulative development in the City
of Santa Ana is not considered likely to result in the exposure of on-site or off-site receptors to excessive
groundborne vibration due to the localized nature of vibration impacts, the fact that all construction
would not occur at the same time and at the same location, and the largely built-out nature of the City,
which would usually preclude the use of heavy equipment such as bulldozers. Other projects listed in
Table 3-3 in Chapter 3.0 (Project Description) are proposed in close enough proximity to affect the same
receptors as the proposed project. Only receptors located in close proximity to each construction site
would be potentially affected by each activity. Construction activities associated with these projects,
which are adjacent to or within, the Transit Zoning Code (SD 84A and SD 84B) area, may overlap with
construction activities for other projects for some amount of time. Sensitive uses in the immediate
vicinity of the Transit Zoning Code (SD 84A and SD 84B) area may be exposed to two sources of
groundborne vibration. However, for the combined vibration impact from the two projects to reach
cumulatively significant levels, intense construction from both projects would have to occur
simultaneously within 50 feet of any receptor. As individual development projects under the Transit
Zoning Code (SD 84A and SD 84B) area may be constructed concurrently with each other or other
related projects, it is possible that intense construction from two or more projects would simultaneously
occur at distances of 50 feet or less from existing nearby receptors. Therefore, vibration from future
development could potentially combine with construction vibration of other projects to result in a
potentially significant cumulative impact. Mitigation measures MM4.8-1 through MM4.8-4 would help
reduce this impact, but not to a less than significant level. Therefore, the cumulative impact of the
proposed project would be significant and unavoidable.
Groundborne vibration could conceivably be generated by operation of projects in the vicinity of the
Transit Zoning Code (SD 84A and SD 84B) area. Since no substantial sources of groundborne vibration
would be built as part of the proposed project, no vibration impacts would occur during operation of the
proposed project. The same is expected to hold true for other projects in the vicinity of the Transit
Zoning Code (SD 84A and SD 84B) area. Consequently, there would be no cumulative operational
groundborne vibration impacts to any on-site or off-site receptor. This impact would be less than
significant.

4.8-40

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

The proposed project and two related projects with residential components identified in Table 3-3 in
Chapter 3.0 (Project Description) are located within close proximity to the AT&SF rail line. Problems for
residential uses, such as disturbance due to groundborne vibration from these sources, are usually
contained to areas within about 200 feet of the vibration source (HMMH 2006). Typically, the main
effect of groundborne vibration is to cause annoyances for occupants of nearby buildings. The effect of
vibration at each related project site is site specific and is dependent on existing localized conditions.
However, as none of the related projects are located within 100 feet of the railroad right of way, impacts
associated with vibration from the tracks are expected to be less than significant. As discussed in
Impact 4.8-4, the occupants of the proposed residential units within the Transit Zoning Code (SD 84A
and SD 84B) area would not be exposed to potentially significant vibration levels. Therefore, this impact
would be less than significant.
As discussed in Impact 4.8-7, noise impacts as the result of increased traffic on local roadways was
analyzed both for near-term project plan completion (2030) and long range (2035) conditions. The nearterm (2030) analysis included both ambient growth and development of the related projects provided in
Table 3-3 in Chapter 3.0 (Project Description). The long range (2035) analysis included data obtained
from the OCTAM 3.2 travel demand forecasting model which utilizes the latest adopted demographic
forecasts for the City. As a result both the near-term (2030) analysis and the long range (2035) analysis
are cumulative in nature.
As discussed above, cumulative traffic would not result in substantial increases in noise along any
roadway segments under either near-term (2030) or long-range (2035) conditions. Roadway noise under
either scenarios with the project would not increase roadway noise levels above the 3.0 dBA CNEL
significance threshold in areas where existing noise levels meet or exceed the 65 dBA CNEL standard for
sensitive uses, or above the 5.0 dBA CNEL significance threshold in areas where existing noise levels are
below the 65 dBA CNEL standard. Likewise, the contribution of the proposed project to this increase
under both scenarios would not exceed 3.0 dBA or 5.0 dBA CNEL. As a result, the contribution of the
proposed project to future roadway noise levels would not exceed the identified thresholds of
significance and, therefore, would not be considered cumulatively considerable and the cumulative
impact would be less than significant.
The proposed project and two related projects with residential components are located within close
proximity to the AT&SF rail line. Sensitive receptors, including residential uses with exterior uses such as
communal areas consisting of pocket parks or pedestrian walkways and private balconies, may or may
not be shielded from noise generated by railroad operations. As a result, noise levels within these areas
may exceed the 65 dBA CNEL Desirable Maximum standard, and this would be considered a
significant and unavoidable cumulative impact. Mitigation measures MM4.8-5, MM4.8-6, and
MM4.8-8 would reduce noise levels at these receptors but not to a less-than-significant level.
Periodic and temporary noise levels would be generated by construction of individual projects along with
other construction in the vicinity. As discussed in Impact 4.8-1, these projects by themselves would
expose some receptors to noise levels in excess of acceptable City standards. Construction noise impacts
are localized in nature and decrease substantially with distance. Consequently, in order to achieve a
substantial cumulative increase in construction noise levels, more than one source emitting high levels of

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8-41

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

construction noise would need to be in close proximity to a sensitive receptor. As discussed previously,
related projects provided in Table 3-3 in Chapter 3.0 (Project Description) are in the vicinity of the
Transit Zoning Code area. Construction activity associated with these projects may overlap with
construction activity for the proposed project. Thus, the possibility exists that a substantial cumulative
increase in construction noise levels could result from construction associated with the projects in the
Transit Zoning Code area and related projects. The cumulative impact concerning these projects and the
related projects, concurrently emitting high levels of construction noise, would likely be significant and
unavoidable. As discussed previously, the City exempts construction noise from the provisions of the
Municipal Code as long as construction occurs within certain hours of the day. All of the projects
analyzed in the cumulative context that would construct concurrently with the individual projects within
the plan area would be required to comply with the same provisions of the Municipal Code described
above. Consequently, all projects analyzed in the cumulative context would fall under the Municipal
Code exemption, and the cumulative impact of the proposed project would be less than significant.
Operation of the projects constructed in the Transit Zoning Code area would not include special events
or temporary activities which would cause an increase in ambient noise levels. Therefore, there would be
no temporary or periodic noise impacts to on- or off-site receptors due to operation of the proposed
project, and the cumulative impact of the proposed project would be less than significant.

4.8.5

References

Harris Miller Miller & Hanson Inc. 2006. Transit Noise and Vibration Impact Assessment, Final Report, May.
Hendriks, R. 1998. Technical Noise Supplement: A Technical Supplement to the Traffic Noise Analysis
Protocol. California Department of Transportation (Caltrans), Sacramento, California. October.
Katz, Okitsu & Associates. December 2006. Traffic Impact Study for the Mixed Use Specific Plan Area in the
City of Santa Ana.
KOA Corporation. January 2010. Santa Ana Renaissance Specific Plan Traffic Study.
Redden, John P. September 2005. Is train horn noise a problem in your town? American Public Works
Association website (http://www.apwa.net/Publications/Reporter/ReporterOnline/
index.asp?DISPLAY=ISSUE&ISSUE_DATE=092005&ARTICLE_NUMBER=1129). Accessed
on January 12, 2008.
Santa Ana, City of. 1982. City of Santa Ana General Plan Noise Element, 1982.
United States Department of Transportation. Federal Highway Administration. 1980a. Highway Noise
Fundamentals.
. Federal Highway Administration. 1980b. Fundamentals and Abatement of Highway Traffic
Noises. September.
. Federal Highway Administration. 1980c. Highway Noise Mitigation.
. Federal Highway Administration. Traffic Noise Prediction Model (FHWA-RD-77-108).
. Federal Railroad Administration. 1998. High-Speed Ground Transportation Noise and
Vibration Impact Assessment.

4.8-42

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8 Noise

United States Environmental Protection Agency. 1971. Noise from Construction Equipment and
Operations, Building Equipment and Home Appliances.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.8-43

4.9 Population, Housing, and Employment

4.9

POPULATION, HOUSING, AND EMPLOYMENT

This EIR section analyzes the potential for adverse impacts on population, housing, and employment
resulting from implementation of the proposed Transit Zoning Code (SD 84A and SD 84B). Data used
to prepare this section were taken from the United States Bureau of the Census, the California
Department of Finance (DOF), the Southern California Association of Governments (SCAG), the
California Employment Development Department, and the City of Santa Ana General Plan.
The 2007SCAG data provides future growth projections for population, housing, and employment
figures, and the more recent data computations from other sources do not always match these previous
projections. Thus, for purposes of this analysis, the most recently available data (2007) is used to identify
current conditions where possible, while SCAG data is generally used for projection purposes. Full
bibliographic entries for all reference materials are provided in Section 4.9.5 (References) of this section.
One comment letter from a community member (dated August 22, 2007) was received in regards to
population and housing issues in response to the Notice of Preparation (NOP) for the proposed project.
The comment letter notes that existing residents within the Specific Plan area would be displaced, and
requests that the EIR discuss what will happen to these residents. Comment letters regarding the NOP
are included in Appendix A of this document.

4.9.1

Environmental Setting

The Transit Zoning Code (SD 84A and SD 84B) area (also referred to as the project area) is currently
developed with a wide range of civic, commercial, industrial, and residential land uses refer to p. 4.1-1
for description. In addition, the project area is bisected north/south by the Lossan Railroad corridor and
contains the Santa Ana Regional Transportation Center (SARTC).

United States 2000 Census


The United States Census Bureau provides population and housing data from the 2000 National
Decennial Census (the Census). The Census occurs every 10 years for the purpose of counting the
population and housing units for the entire United States. While the primary purpose of the Census is to
provide the population counts that determine how seats in the U.S. House of Representatives are
apportioned, the Census data is also the basis for most demographic projections. The Census data,
compiled from U.S. household surveys, are provided for the nation, all states, and all counties, as well as
each individual city. Because the latest Census is ten years old, this data is no longer heavily relied upon
to reflect existing conditions.

California Department of Finance


The Demographic Research Unit of the DOF is designated as the single official source of demographic
data for State planning and budgeting. Estimated city and county population data, housing units,
vacancies, average household size, and components of population change are provided on an annual

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9-1

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

basis. Consequently, the DOF typically contains the most current population and housing estimates,
which are used throughout this section wherever feasible.

Southern California Association of Governments


Santa Ana is located within the planning area of SCAG, the lead planning agency for the Southern
California region. SCAG consists of local governments from Los Angeles, Ventura, Orange, San
Bernardino, Riverside, and Imperial Counties. To facilitate regional planning efforts, the planning area of
SCAG is further divided into thirteen subregions. Santa Ana is located in the Orange County Council of
Governments (OCCOG) Subregion, which includes all of the cities in Orange County.
One of SCAGs primary functions is to forecast population, housing, and employment growth for each
region, subregion, and city. The latest SCAG Growth Forecast was completed in 2008 as part of the 2008
Regional Transportation Plan Update. The following population and housing analysis addresses this forecast.

Population
Table 4.9-1 (Population: City of Santa Ana [(19802009]) presents California DOF data for the Citys
population over the past three decades, including the 1990 and 2000 Census counts and the most recent
2009 DOF population estimate.
Table 4.9-1

Population: City of Santa Ana (19802009)

Year

Population

Increase

Average Annual Growth(persons/year)

Average Annual Growth Rate

1980

204,001

1990

293,827

44%

8,983

3.05%

2000

337,977

15%

4,415

1.31%

2009

355,662

5.8%

1,965

0.55%

SOURCE:

State of California, Department of Finance, E-4 Population Estimates for California Cities and Counties, 19701980
State of California, Department of Finance, E-4 Revised Historical City, County and State Population Estimates, 19912000, with 1990 and 2000 Census Counts. Sacramento, California, March 2002.
State of California, Department of Finance, E-4 Population Estimates for Cities, Counties, and the State, 2001-2009, with
2000 Benchmark. Sacramento, California, May 2009.

According to DOF data noted in Table 4.9-1, the Citys existing (2009) population is approximately
355,662 residents.15 This represents a 1.2 percent increase over the DOF estimated 2008 City population
of 351,521 residents. The DOF data also demonstrates that the population in the City has increased by
151,661 residents, or approximately 74 percent, between 1980 and 2009. This represents an average
annual growth rate of approximately 1.7 percent and an increase of about 5,230 residents per year for the
19802009 period.

State of California, Department of Finance, E-4 Population Estimates for Cities, Counties, and the State, 2001-2009,
with 2000 Benchmark. Sacramento, California, May 2009.
15

4.9-2

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9 Population, Housing, and Employment

The 2000 Census data indicates that the Citys year 2000 population of 337,977 residents represented
approximately 12 percent of Orange Countys total year 2000 population (2,846,289 residents). Currently,
Santa Ana ranks as the most populated city in Orange County, with approximately 8 percent of the
Countys population (3,139,017 residents), followed closely by Anaheim. Additionally, Santa Ana is
ranked number nine in California by total population.

Growth Forecasts
The SCAG Forecasting Section, under the Community Development Division, Planning and Policy
Department, is responsible for producing socioeconomic projections for the SCAG region and
developing, refining, and maintaining SCAG's regional and small area forecasting models. The SCAG
Forecasting Section works closely with the SCAG Plans and Programs Technical Advisory Committee,
the DOF, subregions, local jurisdictions, transportation commissions/agencies, the public, and other
major stakeholders.
Table 4.9-2 (SCAG Population Growth Projections, 2005 2035) presents the latest SCAG population
forecasts (estimated future projections based upon demographic modeling) for the City of Santa Ana,
Orange County (OCCOG Subregion), and the SCAG region. The forecasts were prepared in 2008.
Table 4.9-2
Year:

SCAG Population Growth Projections, 20052035


2010

2015

2020

2025

2030

2035

364,683

371,043

376,353

378,397

380,356

380,613

Santa Ana
Population

Orange County (OCCOG Region)


Population

3,314,948

3,451,755

3,533,935

3,586,283

3,629,539

3,653,990

19,418,311

20,465,805

21,468,955

22,395,122

23,255,356

24,057,306

SCAG Region
Population
SOURCE:

SCAG 2008, Growth Forecast

According to the forecasts in Table 4.9-2, in 2005, the City of Santa Ana had a population of 349,483, the
population of Orange County was 3,059,952, and the SCAG Regions population was 18,146,764. The
population of Santa Ana is projected to grow by 31,130 residents between 2005 and 2035, representing
an average annual growth rate of 0.3 percent or about 1,038 residents per year. In comparison, Orange
County is projected to grow by 594,038 people between 2005 and 2035, with an estimated average annual
growth rate of 0.5 percent or about 19,801 residents per year. The SCAG Region is projected to grow by
5,910,547 people over this 30-year period, representing an estimated average annual growth rate of
0.8 percent or about 236,421 residents per year.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9-3

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Housing
The total housing stock in the City of Santa Ana during 2000 and 2009 is shown in Table 4.9-3 (Housing
Units: City of Santa Ana [20002009]). There was an increase of 1,268 housing units in the City between
2000 and 2009. Of the 75,856 total housing units in 2009, 1,616 units (2.13 percent) are vacant.
Table 4.9-3

Housing Units: City of Santa Ana (20002009)


Housing Type
Multifamily

Year

Single Family

2 to 4 units

5+ units

Mobile Homes/Other

Total Number of Units

Occupied Units

2000

39,891

7,522

23,266

3,909

74,588

73,002

2009

40,878

7,469

23,600

3,909

75,856

74,240

SOURCE:

State of California, Department of Finance, E-5 Population and Housing Estimates for Cities, Counties, and the State,
2001-2009, with 2000 Benchmark. Sacramento, California, May 2009.

The 2009 approximate percentage breakdown for housing by type in the City, as derived from
Table 4.9-3, is as follows:

54 percent single-family
10 percent multifamily (2 to 4 units)
31 percent multifamily (5+ units)
5 percent mobile homes/other

Vacancy Rates
The vacancy rates and affordability of the housing stock are also key elements in the balance between
supply and demand in the Citys housing market. High vacancy rates usually indicate low demand and/or
high prices in the housing market or significant mismatches between the desired and available types of
housing. Conversely, low vacancy rates usually indicate high demand and/or low prices in the housing
market. However, vacancy rates are not the sole indicator of market conditions. They must be viewed in
the context of all the characteristics of the local and regional market and economy. Vacancy rates, which
indicate a market balance (i.e., a reasonable level of vacancy to avoid local housing shortages, and
appropriate price competition and consumer choice), generally range from one to three percent for
single-family units, and from three to five percent for multi-family units. According to the total number
of housing units versus occupied units noted in Table 4.9-3, the City of Santa Anas overall vacancy rate
remained the same between 2000 and 2009, at 2.13 percent.

Households
A household is defined by the DOF and the Census as a group of people who occupy a housing unit. A
household differs from a housing (or dwelling) unit because the number of housing units includes both
occupied and vacant housing units. It is important to note that not all of the population lives in
households. A portion lives in group quarters, such as board and care facilities, and others are homeless.

4.9-4

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9 Population, Housing, and Employment

Household Size
Small households (1 to 2 persons per household [pph]) traditionally reside in units with 0 to 2 bedrooms,
while family households (3 to 4 pph) normally reside in units with 3 to 4 bedrooms. Large households (5
or more pph) typically reside in units with 4 or more bedrooms. However, the number of units in
relation to the household size group may also reflect preference and economics: many small households
obtain larger units, and some large families live in small units for economic reasons.
Table 4.9-4 (Households: City of Santa Ana and Orange County [20002009]) compares the DOF data
reported for the number of households in the City of Santa Ana and Orange County for the period 20002009. The average household size in the City of Santa Ana increased slightly from 4.6 pph in 2000 to 4.7
pph in 2009. As noted in Chapter 3 (Project Description), the pph used for the Transit Zoning Code
(SD 84A and SD 84B) area differs from the City average. This is explained in further detail under
Impact 4.9-1 below.
Table 4.9-4

Households: DOF City of Santa Ana and Orange


County (20002009)

Area

2000

2009

Santa Ana

74,588

75,856

Orange County

969,484

1,035,491

Santa Ana

4.6

4.7

Orange County

3.0

3.1

Total Households

Average Household Size (persons per household)

SOURCE:

State of California, Department of Finance, E-5 Population and Housing Estimates for Cities,
Counties, and the State, 2001-2009, with 2000 Benchmark. Sacramento, California, May 2009.

Table 4.9-5 (SCAG Household Growth Projections, 20052035) presents the latest SCAG household
forecasts (estimated future projections based upon demographic modeling) for the City of Santa Ana,
Orange County (OCCOG Subregion), and the SCAG region. The forecasts were prepared in 2008.
Table 4.9-5
Year:

SCAG Household Growth Projections, 20052035

2005

2010

2015

2020

2025

2030

2035

73,700

76,379

77,192

77,423

77,656

77,717

77,769

Santa Ana
Households

Orange County (OCCOG Region)


Households

980,964

1,039,201

1,071,810

1,088,375

1,102,370

1,110,659

1,118,490

5,687,185

6,087,007

6,474,036

6,840,336

7,156,633

7,449,496

7,710,706

SCAG Region
Households
SOURCE:

SCAG 2008, Growth Forecast

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9-5

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

According to the growth forecasts presented in Table 4.9-5, in 2005, the City of Santa Ana had 73,700
households, Orange County had 980,964 households, and the SCAG Region had 5,687,185 households.
The number of households in Santa Ana is projected to grow by 4,069 between 2005 and 2035,
representing an average annual growth rate of 0.2 percent or about 162 households per year. In
comparison, Orange County is projected to grow by 137,526 households between 2005 and 2035, with
an estimated average annual growth rate of .4 percent or about 5,501 households per year. The SCAG
Region is projected to grow by 2,023,521 households over this 30-year period, representing an estimated
average annual growth rate of .9 percent or about 80,941 households per year.

Employment
According to data from the California Employment Development Department (EDD), the City of Santa
Ana currently (November2009) has an a labor force of approximately 164,000 persons and
unemployment in the City stands at 14.8 percent of the labor force (24,300 people).
Table 4.9-6 (Employment Forecast: Santa Ana, Orange County, and SCAG Region [20052035])
presents the projected (estimated) employment in the City of Santa Ana from the SCAG 2008 Growth
Forecast. The SCAG Growth Forecast estimate for 2005 employment in the City is 173,445 workers,
which is higher than the 2009 EDD employment estimate for the City. Both the EDD and the SCAG
numbers are estimates, so it is reasonable to conclude that current labor force in the City is somewhere in
the range between the low estimate (164,000 workers) and the high estimate (173,445 workers),
particularly given the downturn in the economy in recent years.
Table 4.9-6
Year:

Employment Forecast: Santa Ana, Orange County, and SCAG Region


(20052035)
2005

2010

2015

2020

2025

2030

2035

173,445

181,100

183,962

188,963

184,742

184,742

184,742

1,615,936

1,755,167

1,837,771

1,897,352

1,933,058

1,960,633

1,981,901

7,770,881

8,349,446

8,811,366

9,183,032

9,546,780

9,913,335

10,287,127

Santa Ana
Employment

Orange County (OCCOG Region)


Employment
SCAG Region
Employment
SOURCE:

SCAG 2008, Growth Forecast

According to the employment growth forecasts presented in Table 4.9-6, the number of workers in Santa
Ana is projected to grow by 11,297 employees between 2005 and 2035, representing an average annual
increase of 0.2 percent or about 4452 workers per year. In comparison, employment in Orange County is
projected to grow by 365,965 workers between 2005 and 2035, with an estimated average annual increase
of 0.6 percent or about 14,639 workers per year. Employment in the SCAG Region is projected to
increase by 2,516,246 workers over this 30-year period, representing an estimated average annual increase
of 0.8 percent or about 100,650 workers per year.

4.9-6

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9 Population, Housing, and Employment

4.9.2

Regulatory Framework

Growth and development within the Transit Zoning Code (SD 84A and SD 84B) area is currently
subject to land use regulations set forth in the City of Santa Ana General Plan and the Santa Ana Zoning
Ordinance. The SCAG Regional Comprehensive Plan (RCP) serves as a framework to guide local land
use decision-making as it relates to regional growth.

Federal and State


There are no federal or state regulations related to population and housing that apply to the proposed
project.

Regional
Southern California Association of Governments (SCAG), 2008 Regional
Comprehensive Plan (RCP)
SCAG, which is the designated Metropolitan Planning Organization (MPO) for six Southern California
counties (Ventura, Orange, San Bernardino, Riverside, Imperial, and Los Angeles), is federally mandated
to develop plans for transportation, growth management, hazardous waste management, and air quality.
SCAG has prepared the RCP in conjunction with its constituent members and other regional planning
agencies. The RCP is intended to serve as a framework to guide decision-making with respect to the
growth and changes that can be anticipated in the region through the year 2035. The Plan consists of five
core chapters that contain goals, policies, implementation strategies, and technical data that support three
overarching objectives for the region, including (1) improving the standard of living for all, (2) improving
the quality of life for all, and (3) enhancing equity and access to government. Local governments are
required to use the RCP as the basis for their own plans and are required to discuss the consistency of
projects of regional significance with the RCP.
The regional housing goals provide a planning framework for cities, counties, and subregions so that they
can fashion housing strategies that are responsive to regional market needs related to growth and change
during the next two decades. It is intended to be flexible, broad in scope, and a tool in relating housing
concerns to a host of other issues identified in the RCP. The goals of the Housing chapter promote the
goals of the RCPa rising standard of living, a healthy and environmentally sound quality of life, and
achievement of equity.
The RCP housing and growth policies applicable to the Transit Zoning Code (SD 84A and SD 84B) are
outlined below in Table 4.9-7 (SCAG Regional Comprehensive Plan), for which a consistency analysis
for each policy or goal is also provided.

SCAG Regional Housing Needs Assessment


State Housing Law mandates that local governments, through Councils of Governments, identify
existing and future housing needs in a Regional Housing Needs Assessment (RHNA). The RHNA

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9-7

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

provides recommendations and guidelines to identify housing needs within each jurisdiction (cities and
counties) within the state and assigns a fair share of the statewide and regional housing needs burden
to each jurisdiction. The RHNA does not impose requirements as to housing development in cities, but
compliance with the RHNA is required in order for cities to maintain eligibility for receipt of certain state
revenue funding.
Table 4.9-7

SCAG Regional Comprehensive Plan

SCAG RCP Policies

Project Consistency

Land Use and Housing Chapter


Goal 1 Focusing growth in existing and
emerging centers and along major
transportation corridors.

The Transit Zoning Code (SD 84A and SD 84B) would include higher density residential
uses compared to existing permitted uses within the area. In addition, the project area is
also located directly west of the I-5 freeway and the SARTC.
Growth and development under the proposed project would include mixed use
development, Transit-Oriented Development, and infill development and revitalization,
which would minimize costs on infrastructure and make use of existing facilities.

Goal 2 Creating significant areas of mixeduse development and walkable, peoplescaled communities.

The Transit Zoning Code (SD 84A and SD 84B) would result in the creation of a
pedestrian oriented activity center, which would minimize costs on infrastructure, and
make use of existing transportation corridors and areas needing recycling.

Goal 3 Providing new housing


opportunities, with building types and
locations that respond to the regions
changing demographics.

The Transit Zoning Code (SD 84A and SD 84B) area will continue to contain office uses,
thereby attracting a professional employment base. In addition, the project allows a
variety of housing types which will allow future development that is responsive to the
changing demographics of the region. The permitted housing in the project area is
anticipated to be predominantly market-rate housing, which would be compatible with the
majority of jobs attracted to the area. It should be noted that affordable housing would be
provided in accordance with the Citys Housing Element and as explained in further detail
below.

Goal 4 Targeting growth in housing,


employment, and commercial development
within walking distance of existing and
planned transit stations.

The Transit Zoning Code (SD 84A and SD 84B) would encourage more pedestrianoriented uses and design, which would serve to further reduce automobile trips. The
SARTC is located in close proximity to the entire project area, offering access to regional
transit. The future development within the project area will be able to take advantage of
the future Santa Ana Fixed Guideway transit project.

Goal 5 Injecting new life into under-used


areas by creating vibrant new business
districts, redeveloping old buildings and
building new businesses and housing on
vacant lots.

Future development within the project area could lead to higher-density residential areas
in close proximity to jobs and transit, thereby transforming the area into one which
experience vibrancy after the close of businesses and weekends. This could spur new
development in areas that are currently under-utilized.

Goal 6 Preserving existing, stable, singlefamily neighborhoods.

The Transit Zoning Code (SD 84A and SD 84B) provides standards for sensitive infill of
development that preserves existing stable residential uses including single and multiplefamily residences. The existing housing stock will continue to be rehabilitated and
preserved to maintain the character and well-being of the neighborhood.

Goal 7 Protecting important open space,


environmentally sensitive areas, and
agricultural lands from development.

Infill development under the Transit Zoning Code (SD 84A and SD 84B) would occur in
already urbanized areas and minimize environmental impacts.

SOURCE:

4.9-8

The Transit Zoning Code (SD 84A and SD 84B) area is currently developed with a wide
array of land uses. Implementation of the proposed project would continue to provide
commercial, retail, and office uses to attract and create jobs and would permit an
increased number of residential uses to provide a job-housing balance within the area.

Infill development within highly-urbanized areas could offset other greenfield areas from
development. Open space within the project area will be retained and enhanced. As an
urbanized area there are no agricultural lands affected.

SCAG, Regional Comprehensive Plan, 2008.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9 Population, Housing, and Employment

In Orange County, the Orange County Council of Governments (OCCOG) was delegated by SCAG
responsibility for developing the RHNA in coordination with all thirty-four Orange County cities and the
County of Orange. The most recent RHNA adopted for the SCAG region was adopted in 2000. The
RHNA includes calculated housing need numbers for each jurisdiction in the region based upon
population projections, existing housing stock, and calculated new housing demand.
Table 4.9-8 (Regional Housing Needs AssessmentCity of Santa Ana) presents the latest adopted
RHNA calculated housing need assigned to the City of Santa Ana. The RHNA indicates a housing need
in Santa Ana of 3,393 total new housing units by the year 2014.
Table 4.9-8

Regional Housing Needs Assessment


City of Santa Ana

Income Category

New Housing Need (units)

Very Low Income

694

Low Income

574

Moderate Income

665

Above Moderate Income

1,461
Total

SOURCE:

3,393

SCAG Regional Housing Needs Assessment for planning period 2006 2014, adopted 7/2007

SCAG Compass Growth Vision


The Compass Growth Vision was adopted by SCAGs Regional Council in June 2004. This new long-range
planning vision document for southern California is intended to accommodate the projected 6 million
new residents expected to live in the region by 2030 while balancing valuable quality of life goals. Driven
by four key principlesmobility, livability, prosperity and sustainabilitythe Compass Growth Vision
emphasizes strategies to better coordinate land use and transportation decision-making.
Various strategic opportunity areas in the SCAG region, comprising about 2% of the region, are known
as the Compass 2% Strategy Areas under the Compass Growth Vision implementation plan. The City of
Santa Ana is within one of the 2% Strategy Areas. The Compass Growth Vision includes the City of Santa
Ana under the following 2% Strategy Area categories:
Metro CenterArea of regional significance that is currently or projected to be a major
employment and residential center that attracts large numbers of work commuters and is well
accessible by both highway and transit.
Rail Transit StopArea that has an existing or planned light rail, subway, commuter rail, Amtrak,
and/or Maglev station stop.
Airports, Ports, and Industrial CenterArea that has an existing or planned airport, sea port,
inland port, international border crossing, or major regional industrial center that is central to the
regions economy.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9-9

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Priority Residential In-fill AreaArea that has shown the potential to provide regional and
subregional transportation benefits as it absorbs its share of the regional residential growth.
The Compass Growth Vision recommends that decisions regarding growth, transportation, land use, and
economic development be made in the 2% Strategy Areas to promote and sustain for future generations
the regions mobility, livability and prosperity. The principles and strategies for the 2% Strategy Areas are
intended to provide a framework for local and regional decision-making intended to achieve this goal.
These principles and strategies are listed below in Table 4.9-9 (SCAG Compass Growth Vision Principles
and Strategies), for which a consistency analysis is also provided.
Table 4.9-9

SCAG Compass Growth Vision Principles and Strategies

Principles and Strategies

Project Consistency

Improve Mobility for All Residents


Encourage Transportation
Investments and Land Use
Decisions that Are Mutually
Supportive

The Transit Zoning Code (SD 84A and SD 84B) supports the Citys transportation investments by its
location within an existing transportation and infrastructure system.

Locate New Housing Near


Existing Jobs and New Jobs
Near Existing Housing

The Transit Zoning Code (SD 84A and SD 84B) supports both of these strategies by allowing new
housing near existing jobs, and permitting higher densities, thereby promoting job growth in a proposed
mixed-use urban center.

Encourage Transit-Oriented
Development

The Transit Zoning Code (SD 84A and SD 84B) encourages walking and alternative modes of
transportation, including public transit.

Promote a Variety of Travel


Choices

The Transit Zoning Code (SD 84A and SD 84B) would provide a rich amenity-enhanced environment
supportive of walking and biking, and accessible to existing public transit systems.

Foster Livability in All Communities


Promote In-Fill Development and
The Transit Zoning Code (SD 84A and SD 84B) would provide a development framework for new infill
Revitalization to Enhance
development and new investment in the project area.
Existing Communities
Promote Developments which
Provide a Mix of Uses

The Transit Zoning Code (SD 84A and SD 84B) would permit a more flexibility for mixed uses in the
area, including residential, commercial, and entertainment uses.

Promote People-Scaled,
Walkable Communities

The Transit Zoning Code (SD 84A and SD 84B) promotes a pedestrian-friendly environment by requiring
commercial-retail at the ground level along specific corridors, and public open space that integrates the
private and public realm at the street level.

Support the Preservation of


Stable Neighborhoods

The Transit Zoning Code (SD 84A and SD 84B) would enhance and support existing neighborhoods by
introducing zoning that strengthens the residential character of existing neighborhoods and ensures that
new development is respectful of the form and character of adjacent development. .

Enable Prosperity for All People


Provide a Variety of Housing
Types in Each Community to
Meet the Housing Needs of All
Income Levels

The Transit Zoning Code (SD 84A and SD 84B) allows for the development of varied residential product
types in a mixed-use configuration including, but not limited to, loft-style units, live/work units, attached
row houses, and high-quality stacked flats. As mentioned previously, the Transit Zoning Code (SD 84A
and SD 84B) would also include affordable housing, consistent with the goals and policies of
the City's Housing Element, in order to serve a spectrum of buyers and household types.

Promote Sustainability for Future Generations


Preserve Rural, Agricultural,
Recreational and
Environmentally Sensitive Areas

4.9-10

The Transit Zoning Code (SD 84A and SD 84B) would maintain, expand, and foster connectivity to the
existing open space and recreational services in the area.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9 Population, Housing, and Employment

Table 4.9-9

SCAG Compass Growth Vision Principles and Strategies

Principles and Strategies

Project Consistency

Focus Development in Urban


Centers and Existing Cities

The Transit Zoning Code (SD 84A and SD 84B) is within an existing urbanized area in the City of Santa
Ana.

Develop Strategies to
Accommodate Growth that Use
Resources Efficiently

The Transit Zoning Code (SD 84A and SD 84B) would utilize the Citys existing resources and enhance
them as necessary on a project-specific level to accommodate growth in the proposed project area.

Minimize Pollution and Waste

The mixed-use concept is intended to promote walkable environments that limit the need to drive, by
locating services within close distance to jobs and residential areas, thereby minimizing pollution and
waste created by the automobile.

Utilize Green Development


Techniques

The Transit Zoning Code (SD 84A and SD 84B) features design guidelines that promote green
urbanism, through sustainable landscaping, building materials, and building orientation.

SOURCE:

SCAG Compass Growth Vision, 2004.

Local
City of Santa Ana General Plan
The General Plan provides long-term guidance and policies for maintaining and improving the quality of
life in, and the resources of, the community, both man-made and natural. The General Plan provides
direction for the Citys growth and development. As a policy document, the General Plan serves as a
guide to the adoption of laws necessary to execute its intent. The goals and related policies set forth by
the City of Santa Ana General Plan Land Use Element, Growth Management Element, and Housing
Element that relate to population growth and housing are noted below.
Land Use Element
The Land Use Element of the General Plan includes the following major goals that are relevant to the
proposed Transit Zoning Code (SD 84A and SD 84B):
Goal 1

A balance of land uses.

Goal 2

The promotion of land uses which enhance economic vitality.

Goal 3

The preservation of existing neighborhoods.

Goal 4

The protection of unique community assets and open space that enhance the
quality of life.

Goal 5

The protection of the community from the impacts of future development.

Goal 6

A reduction of residential crowding.

An analysis of the consistency of all applicable land use goals and policies of the City of Santa Ana
General Plan Land Use Element with the proposed Transit Zoning Code (SD 84A and SD is provided in
Section 4.7 (Land Use and Planning) of this EIR.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9-11

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Growth Management Element


The Growth Management Element of the General Plan includes the following policy that is relevant to
residential and office/commercial development within the proposed Transit Zoning Code (SD 84A and
SD 84B) area:
Policy

Balanced Community Development: Recognizing the constraints of


existing physical development characteristics (Santa Ana is 98
percent built out), it is the Citys policy to strive toward
achieving a balance of land uses where by residential,
commercial, and public land uses are proportionally balanced.

An analysis of the consistency of all applicable goals and policies of the City of Santa Ana General Plan
Growth Management Element with the proposed Transit Zoning Code (SD 84A and SD 84B) is
provided in Section 4.8 (Land Use and Planning) of this EIR.
Housing Element
The Housing Element of the General Plan is intended to identify and analyze existing and projected
housing needs and discusses the goals, objectives, and policies of the City of Santa Ana in terms of
community planning to balance resources and community values against ever increasing demands from
population growth. The Housing Element is affected by development policies contained in the Land Use
Element, which establishes the location, type, and intensity and distribution of land uses throughout the
City. The goals and policies contained in the Housing Element address the Citys identified housing
needs. Listed below are the goals outlined in the Citys most recent Housing Element Update (adopted in
2009 for the implementation period of 2006-20014), as well as corresponding implementation policies
relevant to residential development within the proposed Transit Zoning Code (SD 84A and SD 84B)
area, for which a consistency analysis follows.
Goal 1

Goal 2

Promote livable neighborhoods.


Policy 1.1

Housing Conditions. Promote the rehabilitation, repair, and


improvement of single-family, multiple-family, and mobile
homes, and if needed, the demolition of substandard housing
that presents a health and safety hazard.

Policy 1.3

Mix of Land Uses. Promote complementary mix of land uses


that improves the character and stability of neighbors and the
quality of life envisioned for our neighborhoods.

Provide a diversity of quality housing, affordability levels, and living experience to


foster an inclusive community.
Policy 2.2

4.9-12

District Centers. Create high intensity, mixed-use urban


villages, and 24-hour pedestrian-oriented experiences that
support the mid- to high-rise office centers, community activity,
and cultural activities in the varied District Centers.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9 Population, Housing, and Employment

Policy 2.4

Goal 3

Increase opportunities for low and moderate individuals and families to find quality
housing
Policy 3.5

Goal 4

Diversity of Housing Types. Facilitate and encourage diversity


and range in types, prices, and sizes of housing, including singlefamily homes, apartments, townhomes, mixed/multiuse housing,
transit-oriented developments, and live/work housing.

Collaborative Partnerships. Collaborate with nonprofit


organizations, developers, business community, special interest
groups, and state and federal agencies to develop additional
affordable housing opportunities for residents and our
workforce.

Provide adequate rental and homeownership housing and supportive services


suitable for person of special emergency, transitional and supportive housing needs.
Policy 4.2

Family Housing. Facilitate and encourage the development of


larger market ate rental and ownership units for families

Policy 4.4

Service-Enriched Housing. Support development of


permanent, affordable, and accessible housing that allows people
with disabilities to live independent lives, and assist them in
maintain and repairing their homes.

Consistency Analysis
The above goals and policies focus primarily on maintaining and revitalizing the Citys existing residential
neighborhoods, discouraging incompatible development into residential neighborhoods, and providing a
variety of high-quality housing types for all economic segments of the community. Additionally, the
above policies encourage a balance of land uses that promote livable communities. The proposed Transit
Zoning Code (SD 84A and SD 84B) contains specific design and development standards to ensure
quality development that will unify the existing project area and strengthen and enhance existing
neighborhoods. Furthermore, the introduction of mixed-use development that incorporates residential
uses with office and/or commercial uses would help promote a balance of uses. The Transit Zoning
Code (SD 84A and SD 84B) does incorporate a range of housing types and sizes that would cater to both
families and individuals in the City.
Table 4.9-10 (Santa Ana General Plan Housing ElementNew Housing Construction Objectives, 2006
2014) presents the new construction housing objectives established by the General Plan Housing
Element for the period 20002014. The Housing Element identifies housing opportunity sites with the
potential to construct a total of 1,651new housing units in the City by the year 2014, which exceeds the
goal set by the RHNA for the same period.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9-13

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.9-10

Santa Ana General Plan Housing ElementNew Housing Construction


Objectives, 20062014
Unity Type

Very Low

Low

Moderate

Above Moderate

Total

Housing Projects Built or Approved Since 2006

54

201

271

2,048

2,330

New Housing Opportunity Sites

640

373

638

1,651

694

574

665

2,686

4,619

694

574

665

1,461

3,393

Total
Assigned RHNA
SOURCE:

4.9.3

City of Santa Ana General Plan Housing Element (2009)

Project Impacts and Mitigation

Analytic Method
This analysis considers population and household growth that would occur with implementation of the
proposed Transit Zoning Code (SD 84A and SD 84B) and whether this growth is within local or regional
forecasts, whether it can be considered substantial with respect to remaining growth potential in the City
as articulated in the General Plan, and/or whether it would result in the displacement of housing or
people. In addition, this analysis of potential population and housing impacts considers whether
population growth and increased development were previously assumed to occur in a particular area.
Specifically, population and housing impacts were conducted by comparing the proposed project with
growth projections for the City from SCAG and the Citys General Plan EIR.
All project components described in Chapter 3 (Project Description) are considered for temporary
employment growth associated with construction activities, as construction estimates are provided for
the proposed project as a whole. The proposed residential components of the Transit Zoning Code
(SD 84A and SD 84B) are considered within the context of direct growth. The analysis of the potential
for the Transit Zoning Code (SD 84A and SD 84B) to indirectly induce growth by extending roads or
infrastructure and by providing permanent employment opportunities is also addressed.

Thresholds of Significance
The following thresholds of significance are based on Appendix G of the 2007 CEQA Guidelines, as
amended. For purposes of this EIR, implementation of the proposed project may have a significant
adverse impact on population and housing if it would result in the following:
Induce substantial population growth in an area, either directly (for example, by proposing new
homes and businesses) or indirectly (for example, through the extension of roads or other
infrastructure)
Displace substantial numbers of existing housing, necessitating the construction of replacement
housing elsewhere
Displace substantial numbers of people, necessitating the construction of replacement housing
elsewhere

4.9-14

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9 Population, Housing, and Employment

Physical impacts related directly to population growth are addressed in transportation/traffic, air quality,
land use and planning, noise, public services, utilities, and recreation sections of this EIR.

Effects Found to Have No Impact


There were no thresholds that were determined to have no impact. Thus, all thresholds related to
population and housing are analyzed within this EIR.

Effects Found to Be Less Than Significant


Threshold

Impact 4.9-1

Induce substantial population growth in an area, either directly (for example, by


proposing new homes and businesses) or indirectly (for example, through
extension of roads or other infrastructure)

Implementation of the proposed project would accommodate projected


population and housing growth. This impact is considered less than
significant.

A discussion of growth inducing impacts of the proposed Transit Zoning Code (SD 84A and SD 84B),
consistent with CEQA Guidelines, is contained in Section 6.4 (Growth-Inducing Impacts) of this EIR.
This threshold and the discussion below address both direct growth in population resulting from new
housing and indirect population growth impacts from the extension of roads or infrastructure or
provision of employment opportunities.
Implementation of the proposed Transit Zoning Code (SD 84A and SD 84B) is intended to
accommodate existing and future population growth forecasted for the City by introducing new
residential housing within the Transit Zoning Code (SD 84A and SD 84B) area. As proposed,
implementation of the Transit Zoning Code (SD 84A and SD 84B) could result in a net growth of up to
4,075 residential units. In order to quantify the direct population increase that could result from new
housing constructed over time within the Transit Zoning Code (SD 84A and SD 84B) area, it is
necessary to determine an appropriate persons per household (pph) estimate to use. While the Citys
current average household size is estimated to be 4.7 pph (as noted in Table 4.9-4 above), it is known
that the majority of existing housing in the City is single family residences (54 percent) and low to
medium density multi-family housing units that have a typical household size larger on average than the
higher density multi-family housing units proposed under the Transit Zoning Code (SD 84A and
SD 84B). As such, the current City average household size of 4.7 pph is not considered an appropriate
measure of household size that would result from the higher density multi-family housing allowed under
the proposed Transit Zoning Code (SD 84A and SD 84B).
A household size ratio in the range of 3.0 pph is consistent with the direction of the overall County-wide
housing development, as a majority of the development within Orange County (and Southern California
in general) is focused on infill redevelopment with higher density mixed-use projects. In addition, the

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9-15

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Countys existing pph ratio is 3.1. As noted by SCAG,16 Los Angeles and Orange Counties are targeted to
become significant magnets for housing growth as rising congestion and the availability of jobs
discourage long commutes to outlying areas. With many new residents from areas with high urban
densities, the new (forecasted) population would be more adaptive to urban living. The availability of
infill areas will provide a needed increase in land available for housing. These areas will be transformed
into new neighborhoods, complete with a range of housing options and excellent accessibility to jobs,
entertainment, and cultural aspects of communities. Transportation corridors will guide development and
encourage transit-oriented growth. This resurgence will provide housing for thousands of people through
infill and recycling of certain properties. Implementation of the Transit Zoning Code (SD 84A and
SD 84B) is consistent with these growth trends as identified by SCAG.
In addition, according to Tables 4.9-2 and 4.9-5, the projected SCAG pph for 2005 and 2010 is 3.2.
Consequently, because the higher density multi-family uses typically result in substantially lower pph
ratios compared to the Citys existing ratio, a conservative household size estimate of 3.0 pph is
considered an appropriate and accurate prediction of the future demographics in the Transit Zoning
Code (SD 84A and SD 84B) area.
Table 4.9-11 (Proposed Transit Zoning Code [SD 84A and SD 84B] Potential Net Growth) provides a
summary of the proposed Transit Zoning Code (SD 84A and SD 84B) development and the estimated
direct growth potential. It should be noted that Table 4.9-11 does not account for all development within
the Transit Zoning Code (SD 84A and SD 84B) boundaries, but rather the change in growth that would
occur if all properties within the Transit Zoning Code (SD 84A and SD 84B) that have been identified as
having increased development capacity were to develop at the maximum intensities allowed under the
new code. The proposed Transit Zoning Code (SD 84A and SD 84B) would allow for the development
of approximately 4,075 new residential dwelling units in the project area. Based on an average 3.0 pph,
the estimated direct population growth associated with the potential 4,075 new residential units in the
Transit Zoning Code (SD 84A and SD 84B) area would be approximately 12,225 residents (4,075 units x
3.0 pph). The full build-out of all potentially developable properties within the Transit Zoning Code
(SD 84A and SD 84B) area could result in an increase of retail uses and a corresponding decrease of
industrial uses were all properties in the Industrial Overlay (OZ) Zone to exercise the option to
redevelop at the higher intensity zones identified for these areas.17 In addition, at full buildout, there
could be a decrease in civic and commercial uses. These changes in land use over time could affect the
distribution of jobs generated by commercial as opposed to industrial development. Therefore, because
there would be no net increase in overall uses, this analysis does not consider the proposed Transit
Zoning Code (SD 84A and SD 84B) to result in any additional jobs. However, although a net decrease in
employees would occur as a result of this proposed project (431 fewer jobs), the Metro East Mixed Use
Overlay Zone project, which is also located in the vicinity of downtown Santa Ana, would result in the
addition of 2,343 jobs and therefore, no net decrease would occur for the Santa Ana area. Further, it
should be noted that the intensification of uses within the Transit Zoning Code (SD 84A and SD 84B)
boundaries, as well as new jobs generated as a result of any additions to the transit infrastructure, e.g. the
SCAG, 2004. Regional Transportation Plan, Technical Appendix A-Growth Forecast.
Net increase of commercial/retail/civic uses was calculated by combining the net square footage of commercial (124,000), retail (+351,000), and civic (-21,000).
16
17

4.9-16

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9 Population, Housing, and Employment

Fixed Guideway System, would likely result in additional jobs being created within the Transit Zoning
Code (SD 84A and SD 84B) area that are not captured in the calculations shown below in Table 4.9-11,
which only reflects standard generation rates for employment. Nonetheless, the increase in potential
residents is considered the only direct and/or indirect increase in population within the Transit Zoning
Code (SD 84A and SD 84B) area.
Table 4.9-11

Proposed Transit Zoning Code (SD 84A and SD 84B) Potential


Net Growth

Additional
Commercial/Retail/Civic Usesa

Industrial Usesb

Housing Stock
Increasec

Jobs Createdd

Direct Increase in
Populatione

242,000 sf

-990,000 sf

4,075 dwelling units

-431 employees

12,225 residents

SOURCE:

City of Santa Ana, 2007. August 10.

a. Net new commercial/retail/civic uses= proposed new uses (701,000 sf) minus existing uses (495,000 sf).
b. Net decrease in industrial uses = proposed new uses (90,000 sf) minus existing uses (1,080,000 sf).
c. Net new residential uses = proposed new uses (3,997 units) minus existing units (197 units).
d. Commercial jobs based on 434 sf/worker; Retail jobs based on 1,246 sf/worker; Civic jobs based on 809 sf/worker;
Industrial jobs based on 2,306 sf/worker. Occupancy/sf ratios were derived from the Commercial Buildings Energy
Consumption Survey prepared by the Department of Energy in 2003. For additional information, see
http://www.eia.doe.gov/emeu/cbecs/cbecs2003/detailed_tables_2003/detailed_tables_2003.html.
e. Residential population based on 3.0 persons per new residential unit within the Specific Plan area.

Per SCAGs New Economy and Jobs/Housing Balance in Southern California, Regional Statistical Area (RSA) 42,
which is largely comprised of the City of Santa Ana, is anticipated to represent the sixth highest
concentration of jobs by 2025. Further, RSA 42 is projected to rank in seventeenth place with respect to
housing by 2025. According to SCAG, RSA 42 represents the fourth highest difference between jobs
provided and housing available in the SCAG region. Therefore, although the proposed project would
increase housing opportunities within the Transit Zoning Code (SD 84A and SD 84B) area and
incrementally decrease job opportunities, the proposed project would improve the overall ratio of jobs to
housing within RSA 42, and would be anticipated to improve the jobs/housing balance through
implementation of the Transit Zoning Code (SD 84A and SD 84B).

Direct Population Growth from New Housing


Based on the population projections presented previously in Table 4.9-2, a population increase (without
the project) of 15,930 residents is projected between 2010 and 2035 for the City of Santa Ana,
representing an annual average growth rate of 0.3 percent or approximately 637 residents per year. The
direct population growth estimated to be associated with the full build-out of properties with
development potential within the Transit Zoning Code (SD 84A and SD 84B) area, which is also
projected to occur over the next 20 to 25 yearsapproximately 12,225 people, or approximately 76
percent of the projected growth. Projected growth rates assume some level of new housing construction
that contributes to future population growth. Given that the vast majority of the Transit Zoning Code
(SD 84A and SD 84B) area is built-out and not anticipated to increase in density, the units that could be
constructed under the new standards contained within the Transit Zoning Code (SD 84A and SD 84B)
(-21,000) This note needs to be updated to reflect current project area acreage and Industrial Overlay Zone provision.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9-17

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

would accommodate the projected new population growth in the City and guide it toward the most
desirable location for compact development.
In comparison to the average annual growth rate of 0.3 percent projected for the City, the population of
Orange County is forecasted to grow by an annual average growth rate of 0.5 percent between 2005 and
2035, while the population of the SCAG Region is forecasted to grow by an average of 0.8 percent per
year during this same 30-year period. Due to the fact that the Citys population is forecasted to grow at a
slower rate than the County and SCAG Region, the forecasted project-related direct population growth
in the City is not considered substantial relative to the surrounding areas.
Furthermore, according to the 2009 Housing Element of the General Plan, there was a potential for only
1,651 residential units to be developed on the Citys remaining undeveloped and underutilized properties.
Even if all of these units were developed, the population increase that could be accommodated would
only range between 4,953 and 7,760 persons (depending on a pph factor of 3.0 or 4.7). Therefore, in
order to accommodate the forecasted population growth that is anticipated to continue to occur, infill
and reutilization of underdeveloped land has become a priority in the City. The Transit Zoning Code
(SD 84A and SD 84B) will further the Citys ability to respond to projected population growth and to
meet the objectives of the Citys Housing Element.
The increased population and housing resulting from new development does not necessarily cause direct
adverse physical environmental effects; however, indirect physical environmental effects such as
population-driven traffic or air quality impacts could occur. These indirect physical environmental effects
associated with population increases are analyzed in Section 4.2 (Air Quality) and Section 4.11
(Transportation/Traffic) of this EIR, respectively.
Implementation of the proposed project is consistent with the overall intent of the Citys goals to
provide adequate housing opportunities to meet its fair share of projected housing needs. In essence,
implementation of the proposed project would allow the City to accommodate the projected growth
increases. Additionally, due to the fact that the Citys population is forecasted to grow at a slower rate
than the County and SCAG Region, the forecasted project-related direct and indirect population growth
in the City is not considered substantial relative to the surrounding areas. As such, this impact is
considered less than significant.

Indirect Growth through Extension of Infrastructure


The proposed Transit Zoning Code (SD 84A and SD 84B) would provide for infill development that
makes maximum use of existing infrastructure. As the majority of development that would occur under
the Transit Zoning Code (SD 84A and SD 84B) would be infill or recycling, the development permitted
under the Transit Zoning Code (SD 84A and SD 84B) would not require significant regional public
infrastructure upgrades for any utility, transportation facility, or public service. However, any new
development would be required to include provisions to make the necessary improvements in order to
facilitate implementation of future development in the Transit Zoning Code (SD 84A and SD 84B) area.
Project developers would be required to fund their fair share allocation of any necessary public
infrastructure associated with development under the Transit Zoning Code (SD 84A and SD 84B). Any

4.9-18

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9 Population, Housing, and Employment

infrastructure improvements would occur during a period of regional growth. Due to the fact that net
new infrastructure developments would be minimal, it is not anticipated that the infrastructure
improvements would result in measurable population growth in or around the Transit Zoning Code
(SD 84A and SD 84B) area. As such, the indirect population growth impact resulting from infrastructure
improvements associated with the proposed Transit Zoning Code (SD 84A and SD 84B) is considered
less than significant.
Threshold

Impact 4-9-2

Displace substantial numbers of existing people or housing, necessitating the


construction of replacement housing elsewhere

Construction of development projects pursuant to the Transit Zoning Code


(SD 84A and SD 84B) could displace existing people or housing. However,
this displacement would not necessitate the construction of additional
replacement housing elsewhere. This impact is considered less than
significant.

Currently, the Transit Zoning Code (SD 84A and SD 84B) area is developed with a variety of residential,
commercial, retail, office, civic, and industrial uses. There are currently 15 vacant residential buildings,
comprising 34 units, within the code area that are proposed for demolition in order to implement
development projects pursuant to the Transit Zoning Code (SD 84A and SD 84B). In addition, there are
19 additional properties, which the Agency/City may be considering to acquire in support of the
Developer project and in order to provide additional public open space. Though it is unknown at this
time, were these properties to be acquired, they may be proposed for demolition. To the extent that any
of these units are occupied, the tenants would be paid full relocation benefits and provided with
relocation assistance. The demolition of existing residential units would not, by itself, have a significant
impact on the physical environment, provided demolition proceeds in accordance with applicable
demolition regulations, including those related to control of particulate matter.
However, demolition activities could have a significant impact within the context of CEQA if they
conflict with SCAGs long-range growth forecast for the City, or with adopted City housing policies. The
units that could be demolished as discussed above represent only a small fraction of the Citys current
housing stock and would not be considered significant. To date, all properties acquired by the City have
been acquired only by voluntary sales. In addition, as discussed above under Impact 4.9-1,
implementation of the proposed project could actually result in a net increase of up to 4,075 residential
units. Consequently, the displacement of 34 existing units, and the potential for displacement of the units
on the previously discussed 19 properties, would not necessitate the construction of replacement housing
elsewhere because the construction of additional residential units is already accounted for under the
proposed Transit Zoning Code (SD 84A and SD 84B). In addition, any tenants residing in the properties
being considered for acquisition would be eligible for full relocation benefits and relocation assistance.
In terms of the potential socio-economic effects of the displacement of people, the potential demolition
of existing (occupied) residential units could be subject to existing laws and regulations. For example, for
those residential uses that are located within the Redevelopment Area of the proposed Transit Zoning
Code (SD 84A and SD 84B) area, any project that requires the demolition of residential uses would be

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9-19

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

subject to the California Community Redevelopment Law (CRL). As previously discussed, California
CRL requires public agencies to provide relocation assistance and benefits to displaced residents and
businesses.
In addition, for those displaced residential units that are located outside of the Redevelopment Area, the
California Relocation Assistance Law (California Government Code Section 7260 et seq.) requires the
preparation of a Relocation Plan whenever residents are required to vacate property acquired by a public
entity, or because of a project which receives assistance from a public entity. Further, if a public entity is
not involved in the potential redevelopment of existing residential uses, the project would be funded
through a private developer. If a private developer wishes to acquire an existing residential development,
the existing landowner would have the ultimate option of deciding whether to sell the property.
In summary, because implementation of the proposed Transit Zoning Code (SD 84A and SD 84B)
would not displace significant numbers of residential units necessitating the construction of replacement
housing elsewhere, and because existing regulations would ensure that displaced residents would be
relocated according to the law, this impact is considered less than significant.

4.9.4

Cumulative Impacts

The geographic context for the analysis of cumulative population and housing impacts is the City of
Santa Ana, as represented by full build-out of the Citys General Plan. The City is largely built out, and
cumulative development would focus upon development of vacant parcels and intensified redevelopment
of infill parcels within the City.
Based on the population projections presented previously in Table 4.9-2, a population increase (without
the Transit Zoning Code [SD 84A and SD 84B]) of 31,130 residents is projected between 2005 and 2035
for the City of Santa Ana. As discussed above, the total (direct and indirect) population growth estimated
to be associated with the Transit Zoning Code (SD 84A and SD 84B) would be approximately 12, 225
people. Therefore, the remaining total growth estimated to occur within the City would be approximately
18,905 residents. Full buildout under the Transit Zoning Code (SD 84A and SD 84B) alone would
account for approximately 39 percent of the anticipated cumulative growth projections, which is a
considerable contribution to this effect. Additionally, the City of Santa Ana recently approved the Metro
East Overlay Zone, which anticipated a total population increase of approximately 13,851 persons at full
buildout. Consequently, with these two projects alone, the City would not exceed (approximately 5,879
persons, or 19 percent capacity remaining) SCAGs growth projections for the City. Although changes in
population and housing are generally characterized as social and economic effects rather than physical
effects on the environment, because cumulative development would not exceed the existing growth
projections, this is not considered a cumulative impact. The projects contribution to this cumulative
impact is less than significant.

4.9.5

References

California Department of Finance. 2007. E-1 Population Estimates for Cities, Counties and the State with Annual
Percent ChangeJanuary 1, 2006 and 2009. May.

4.9-20

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9 Population, Housing, and Employment

. 2009. E-4 Population Estimates for Cities, Counties and the State, 2001-2007, with 2000 Benchmark.
May.
. 2009. E-5 Population and Housing Estimates for Cities, Counties and the State, 2001-2009, with 2000
Benchmark. May.
California Employment Development Department. 2009. Labor Force and Unemployment Data.
http://www.labormarketinfo.edd.ca.gov/cgi/databrowsing/?PageID=4&SubID=164 Accessed
August 10, 2007.
Santa Ana, City of. 2009. General Plan Housing Element 2006-214. January 8.
Southern California Association of Governments (SCAG). 2007. Regional Housing Needs Assessment for the
City of Santa Ana, Adopted July 2007. http://www.scag.ca.gov/Housing/rhna/index.htm (accessed
January 2010).
. 2001. New Economy and Jobs/Housing Balance in Southern California.
. 2008. Regional Transportation Plan Update.
U.S. Department of Commerce. U.S. Census Bureau. 1990. United States Census 1990.
. 2000. United States Census 2000.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.9-21

4.10 Public Services

4.10 PUBLIC SERVICES


This section evaluates the effects on public services related to implementation of the proposed project by
identifying anticipated demands and existing and planned service availability. For purposes of this EIR,
public services consist of (1) fire protection, (2) police protection, (3) schools, (4) library services, and
(5) parks. The impacts related to emergency access are analyzed in Section 4.11 (Transportation/Traffic)
of this EIR. Cumulative impacts associated with fire protection, police protection, schools, library
services and parks are addressed at the end of each respective analysis. Concerns related to public
services were expressed in the comment letters during the public review of the NOP.
Data used to prepare this section was taken from various sources, including the 2006 Annual Report of
the Police Department, contacts with the Santa Ana Police and Fire Departments, Santa Ana Unified
School Districts (SAUSD), Santa Ana Library Services, Santa Ana Parks and Recreation and other project
data sources.

Fire Protection
4.10.1

Environmental Setting

Fire services within the Transit Zoning Code (SD 84A and SD 84B) area are provided by the Santa Ana
Fire Department (SAFD). The SAFD delivers Emergency Operations and Emergency Medical Services
(EMS) to a city of over 315,000 residents. The Santa Ana Fire Communications Center processes calls
for medical and fire emergencies. An average of 2,500 calls for both emergency and non-emergency
responses are received per month.
Fire Stations Nos. 1, 2, and 5 are responsible for responding to first alarm calls to the proposed project
area. Additional SAFD stations would provide the necessary assistance, in cases where there is a need for
back-up support. Fire Station No. 1, located at 1322 North Sycamore Street, is staffed by two captains,
two engineers, three fire fighters, and two paramedics. A haz-mat team of one captain, one engineer, and
one fire fighter are also located at this station. Fire Station No. 2 is located at 1668 East Fourth Street
and is staffed by one captain, one engineer, and one firefighter. Fire Station No. 5 is located at 120 West
Walnut Street, and has two captains, two engineers, three firefighters, and two paramedics. The location
of the three stations can be seen in Figure 4.10-1 (Location of City Public Facilities [Fire and Police
Stations and Libraries]). Initial response time to the project area ranges from five minute or less
depending on the nature of the call (Ellman 2007).
Water pressure is a key component of the availability of fire protection services in the City. The SAFD
Guide for the Determination of Fire Flow is used to estimate fire flow demands from new development.
The SAFD also collects a plan check fee which is a fixed percentage of the building permit fee for review
of building plans associated with new commercial, industrial, and multi-family residential units.
Additional plan check fees for fire sprinkler, fire alarm, automatic extinguishing systems, and other fire
protection systems are based on a fee schedule, per City Resolution No. 6461.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10-1

Police Station:
P1

SAPD Main Headquarters


60 Civic Center Plaza

P2

Downtown Sub-Station
305 E. 4th Street, #200

Fire Stations:
F1

Fire Station No. 1


1322 North Sycamore Street

F2

Fire Station No. 2


1668 East Fourth Street

F3

Fire Station No. 5


120 West Walnut Street

Libraries:
L1

Santa Ana Public Library


26 Civic Center Plaza

L2

Newhope Library Learning Center


122 North Newhope Street

F1

L1 P1
P2
L2

PROJECT
SITE

F2

F3

NORTH
NOT TO SCALE

Source: Microsoft Trips and Streets, basemap 2006; PBS&J, 2010.

01101 | JCS | 10

FIGURE 4.10-1

Locations of City Public Facilities (Fire and Police Stations and Libraries)
0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10 Public Services

In addition, the SAFD collects an annual inspection fee for fire inspections. The SAFD also collects an
annual fee in the form of an occupancy permit for certain types of business, such as restaurants with
large assemblage areas. All of the fees collected by the City are deposited into the Citys General Fund
and dispersed to the appropriate departments during the annual budgetary process.

City of Santa Ana General Plan- Public Safety Element


The Public Safety Element of the General Plan is designed to provide a safe and secure environment for
the City and to minimize the loss of life and property from natural and/or man made catastrophes. The
following policies are related to fire services for the Transit Zoning Code (SD 84A and SD 84B) area.
Objective 1.1

Reduce crimes against persons and property.

Objective 1.2

Effectively manage risks associated with earthquakes, floods, fires, and hazardous
materials.

Objective 2.1

Maintain an effective emergency preparedness plan and program.

Consistency Analysis
The Transit Zoning Code (SD 84A and SD 84B) is designed to be consistent with the policies contained
in the General Plan, including those related to fire safety. The proposed project is required to follow all
applicable State and local laws with respect to fire safety. Compliance with the regulations of the
California Fire Code pertaining to fire protection systems and equipment, general safety precautions, and
many other general and specialized fire-safety requirements for new and existing buildings and premises,
would ensure consistency with the General Plan goals and policies related new construction and site
design. Currently, the SAFD response time is within 5 minutes or less and can appropriately service the
proposed project area. Additionally, the City would provide design review on a project-level basis, and
through mitigation measure MM4.10-1 will continue to enforce safety provisions of building and zoning
codes to prevent fire related emergencies within the Transit Zoning Code (SD 84A and SD 84B) area.
Because the overall project is designed to support the public safety services of the Transit Zoning Code
(SD 84A and SD 84B) area, implementation of the proposed project would not conflict with the
identified policies.

4.10.2

Project Impacts and Mitigation

Analytic Method
Significant impacts on fire protection services would result from an increase in population or building
area that results in lengthened response times, inadequate fire flows, and/or the need for new or altered
facilities. For any 911 call received by the Citys dispatch system, both fire personnel and paramedics,
who provide medical or emergency response services, respond. Therefore, the following discussion of
fire protection services also includes emergency medical services. With respect to response times, this
analysis evaluates whether the proposed project could be served by the SAFD within the emergency
service goal of five minutes, and whether adequate fire flows would be provided.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10-3

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Thresholds of Significance
The following threshold of significance is based on Appendix G of the CEQA Guidelines. For purposes
of this EIR, were all properties within the study area identified as having new development potential to
be developed at the maximum intensities allowed under the Transit Zoning Code (SD 84A and SD 84B)
there may be a significant adverse impact on fire protection services if it would do the following:
Result in substantial adverse physical impacts associated with the provision of new or physically
altered governmental facilities, or the need for new or physically altered governmental facilities, the
construction of which could cause significant environmental impacts, in order to maintain
acceptable service ratios, response times, or other performance objectives for fire protection

Effects Not Found to Be Significant


All potential fire protection impacts are discussed in detail in the following section of this EIR.

Impacts and Mitigation


Threshold

Impact 4.10-1

Would the project result in substantial adverse physical impacts associated with
the provision of new or physically altered governmental facilities, or the need for
new or physically altered governmental facilities, the construction of which could
cause significant environmental impacts, in order to maintain acceptable service
ratios, response times, or other performance objectives for fire protection?

Construction of new projects pursuant to the Transit Zoning Code (SD 84A
and SD 84B) would increase the demand for fire protection services, but it
would not require the construction of new or physically altered facilities to
accommodate the increased demand or maintain acceptable response
times. With the implementation of mitigation measure MM4.10-1, the
impact is considered a less-than-significant level.

The project site is served by Fire Station No. 1 (1322 N Sycamore St), Fire Station No. 2 (1668 East
Fourth Street), and Fire Station No. 5 (120 West Walnut Street). Response times to properties located
within the project area are estimated at approximately 5 minutes or less, which meets the emergency
service goal of the SAFD (Ellman 2007). With respect to staffing, Station No. 1 is staffed by two
captains, two engineers, three fire fighters and two paramedics and a haz-mat team staffed by one
captain, one engineer, and one fire fighter. Station No. 2 is staffed by one captain, one engineer, and two
fire fighters. The Station No. 5 is staffed by two captains, two engineers, four firefighters, and two
paramedics. The personnel to population ratio is 0.55 fire fighters per 1,000 residents. This is considered
acceptable at this time according to SAFD and sufficient to service the proposed project area (Ellman
2007).

4.10-4

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10 Public Services

SAFD determines required fire flow per an ISO formulation.18 According to the Citys Water
Department adequate water flow is available with ample water pressure for firefighting services (Vakili
2007). Although the water pressure is sufficient and could provide ample water pressure for firefighting
purposes, the water pressure to support standard fire protection design such as fire sprinkler system is a
noted concern. Structures that require fire flow over 2,500 gallons per minute are either redesigned to
lower the fire flow or to include a fire sprinkler system to reduce fire flow demand. Some projects in the
Transit Zoning Code (SD 84A and SD 84B) area might have to lower water pressure level to meet the
standard fire protection design requirement of the City. The implementation of mitigation measure
MM4.10-1 would ensure that appropriate steps overtaken during project design such that all necessary
fire safety features would be in place and available to the SAFD during a call for service.
MM4.10-1

Prior to an issuance of a building permit, individual projects in the Transit Zoning Code (SD 84A
and SD 84B) area shall perform a water supply, fire flow test and fire protection system design
analysis to ensure that proposed projects are in accordance to meet standard fire protection design
requirements.

The Fire Facility fees would be assessed during review of development plans. The fees would modernize
and enhance firefighting and medical aid equipment facilities in the City. The obligation of the proposed
development to meet all access, water and fire protection systems required under the California Building
Code and Fire Code, as well as the City Municipal Codes will reduce the impact of the project. The
proposed project will have less-than-significant impact on the City fire services.

4.10.3

Cumulative Impact

There may be an overall increase in the demand for fire protection services with the increase of
developments within the City. SAFD might need more personnel, equipment, and/or facilities for fire
protection services to be responsive to the changes within the City. The proposed projects contribution
to this cumulative impact is less than significant because the implementation of the proposed project can
be accommodated within existing and future SAFD staffing capabilities, including additional personnel
that would be hired in response to the proposed project. The SAFDs established acceptable response
time for fire protection services would be met. Adequate emergency access would be provided, as well as
adequate fire flows and fire hydrants for firefighting purposes. The existing city programs, practices, and
procedures, as well as project requirements, would continue to ensure the adequate provision of fire
protection services. Therefore, the contribution of the proposed project to cumulative impacts on fire
protection services would not be cumulatively considerable. This is considered to be a less-thansignificant impact.

ISO is the acronym commonly used for Information Services, Inc., which provides evaluations of the fire protection
for numerous municipalities.
18

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10-5

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Police Protection
4.10.4

Environmental Setting

Police services within the Transit Zoning Code (SD 84A and SD 84B) area are provided by the Santa
Ana Police Department (SAPD). SAPD currently has 704 employees fulfilling a variety of roles including
police officers, dispatchers, detention officers, and police service officers (SAPD 2006). The Transit
Zoning Code (SD 84A and SD 84B) area falls within the Northeast Community Policing District. SAPD
strives to formulate long-term solutions to problems using the collaborative effort and wisdom of
community members, personnel from other City departments, and members of outside governmental
agencies.
The SAPD has a current staffing level of one chief of police, three deputy chiefs, 16 commanders, 54
sergeants, 320 sworn and 310 non-sworn personnel. The Citys officer-to-population ratio is currently
0.79 officers per 1,000 people which is considered acceptable by SAPD (McCoy 2007). The average
response time throughout the City of Santa Ana is approximately 1 to 6.1 minutes depending on priority
of calls for service (McCoy 2007). First response services to the proposed project area are provided by
the SAPD Main headquarters, located at 60 Civic Center Plaza, and the Downtown sub-station located at
305 E. Fourth Street #200. The location is shown in Figure 4.10-1.
In addition to the Office of the Chief of Police, the SAPD is organized into five bureaus: the
Administration Bureau, the Field Operations Bureau, the Investigations Bureau, the Jail Bureau, and the
Technology & Support Bureau. The Police Chaplain Program is comprised of professional clergy
members who volunteer their services to department employees, their families, and members of the
community during times of crisis, sorrow, or conflict.

4.10.5

Regulatory Framework

Federal
There are no federal police services regulations applicable to the proposed project.

State
There are no state police services regulations applicable to the proposed project.

Local
City of Santa Ana Fees
Annual fees, collected in proportion to the revenue generated by a project, are collected for ongoing
police protection services. All of the fees collected by the City are deposited into the Citys General Fund
and dispersed to the appropriate departments during the annual budgetary process.

4.10-6

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10 Public Services

City of Santa Ana General Plan- Public Safety Element


The Public Safety Element of the General Plan is designed to preserve the safety and security of the City
and to minimize the loss of life and property from natural and/or man made catastrophes. The following
policies are related to police services for the Specific Plan area.
Objective 1.1

Reduce crimes against persons and property.

Objective 2.1

Maintain an effective emergency preparedness plan and program.

Consistency Analysis
The Transit Zoning Code (SD 84A and SD 84B) is designed to be consistent with the policies contained
in the General Plan, including those related to police services. Existing police protection services that are
currently provided to the project area would continue to be used, and the level of service would not
diminish as a result of project implementation. Currently, the SAPD response time is within 1 to 6.1
minutes and can appropriately service the proposed project area. Mitigation measures MM4.10-2 and
MM4.10-3 will promote and enhance police services within the Transit Zoning Code (SD 84A and
SD 84B) area. Because the overall project is designed to support the public safety services of the Transit
Zoning Code (SD 84A and SD 84B) area, implementation of the proposed project would not conflict
with the identified policies.

4.10.6

Project Impacts and Mitigation

Analytic Method
Impacts on police protection services are considered significant if an increase in population or building
area would result in inadequate staffing levels (as measured by the ability of the SAPD to respond to call
loads) and/or increased demand for services that would require the construction or expansion of new or
altered facilities that might have an adverse physical effect on the environment. The SAPD considers a
staffing level of 0.79 per 1,000 to be adequate. Based on these criteria, the level of adequacy of the police
service can be determined.

Thresholds of Significance
The following threshold of significance is based on Appendix G of the CEQA Guidelines. For purposes
of this EIR, implementation of the proposed project may have a significant adverse impact on police
protection if it would do the following:
Result in substantial adverse physical impacts associated with the provision of new or physically
altered governmental facilities, or the need for new or physically altered governmental facilities, the
construction of which could cause significant environmental impacts, in order to maintain
acceptable service ratios, response times, or other performance objectives for police protection

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10-7

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Effects Not Found to Be Significant


All potential impacts are discussed in detail in the following section of this EIR.

Impacts and Mitigation Measures


Threshold

Impact 4.10-2

Would the project result in substantial adverse physical impacts associated with
the provision of new or physically altered governmental facilities, or the need for
new or physically altered governmental facilities, the construction of which could
cause significant environmental impacts, in order to maintain acceptable service
ratios, response times, or other performance objectives for police protection?

Operation of the proposed project would increase the demand for police
services, thereby requiring additional staffing, although it would not
require the construction of new or physically altered facilities or personnel
to accommodate the increased demand. This impact is considered
potentially significant but with the implementation mitigation measures
MM4.10-2 and MM4.10-3 the impact would be at a less-than-significant
level.

As stated previously, SAPDs Main headquarters, located at 60 Civic Center Plaza, and the Downtown
substation located at 305 E. Fourth Street would provide first response service to the Transit Zoning
Code (SD 84A and SD 84B) area. The current officer-to-citizen ration of 0.85:1,000 is considered
acceptable by the SAPD (McCoy 2007). The buildout of the proposed project would result in the
addition of more residents to the proposed project area with a corresponding decrease in existing officerto-citizen ration.
In the context of the entire City with a population of approximately 350,000 residents, the number of
calls from the proposed project area would not substantially affect the level of police protection and
service provided by the SAPD (McCoy 2007). However, given the magnitude of the population increase
at buildout, the addition of the proposed project could affect how the SAPDs resources are allocated.
Annual fees, collected in proportion to the revenue generated by a project, are collected for ongoing
police protection services. All of the fees collected by the City are deposited into the Citys General Fund
and dispersed to the appropriate departments during the annual budgetary process. Although not
necessary to maintain sufficient levels of police service, additional personnel and possibly equipment
would ensure no change to the ration of officers to population.
The police department has indicated that the project must comply with the Citys Building Security
Ordinance, CPTED (Crime Prevention Through Environmental Design) principles, and the National
Infrastructure Protection Plan guidelines, as they relate to identified critical infrastructure. Additionally
mitigation measures MM4.10-2 and MM4.10-3 would ensure that impacts to police services would
remain less than significant.

4.10-8

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10 Public Services

MM4.10-2

Any development that would exceed two stories in height shall submit site-specific security plans to the
SAPD for review prior to issuance of a building permit.

MM4.10-3

No developer within the Transit Zoning Code (SD 84A and SD 84B) boundaries shall utilize a
frequency of 800 MHz, which is reserved for emergency services.

4.10.7

Cumulative Impacts

As additional development occurs in the City, there may be an overall increase in the demand for police
services, including personnel, equipment, and/or facilities. The provision of adequate police services is of
critical importance to the City, and funds are allocated to these services during the annual monitoring and
budgeting process to ensure that police services are responsive to changes in the City. Funds collected in
the form of plan check fees and inspection fees (for new development) are deposited into the General
Fund and allocated to City services, as needed. In addition, staffing levels are evaluated by the SAPD
during the annual budgetary process, and personnel are hired, as needed, to ensure that adequate police
protection services are provided. The cumulative impact, therefore, on police services in the City would
be less than significant.
The proposed projects contribution to this cumulative impact is also less than significant because (1) the
project area is anticipated to be served within the established response times and distances for the SAPD;
(2) implementation of the proposed project can be accommodated within existing and future SAPD
staffing capabilities, which includes the additional personnel that will be hired in response to the
proposed project; (3) no new or physically altered facilities would be constructed to accommodate the
proposed project, the construction of which could result in significant environmental impacts;
(4) adequate emergency access will be provided; and (5) existing city programs, practices, and procedures,
as well as project requirements, would continue to ensure the adequate provision of police protection
services. Therefore, the contribution of the proposed project to cumulative impacts on police protection
services would not be cumulatively considerable. This is considered to be a less-than-significant
impact.

Schools
4.10.8

Environmental Setting

The project area is served by Santa Ana Unified School District (SAUSD), which serves approximately
54,310 students as of the 2008/09 school year. SAUSD currently operates thirty-six elementary schools,
nine intermediate schools, seven high schools, five alternative high schools, and eight special
schools/programs (SAUSD The State of the District 2009 Brochure). The schools that serve the
Transit Zoning Code (SD 84A and SD 84B) area are Garfield Elementary, Remington Elementary, Davis
Elementary, Sierra Middle School, and Century High School. The location of these schools can be seen
on Figure 4.10-2 (Location of the Schools Serving the Area). The capacity and the enrollment numbers
for the schools serving the Transit Zoning Code (SD 84A and SD 84B) area are given in Table 4.10-1
(Capacity and Enrollment of Schools).

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10-9

LEGEND
1

Garfield Elementary School


850 Brown St.

Remington Elementary School


1325 E. Fourth St.

Davis Elementary
1405 French Street

Sierra Middle School


2021 N. Grand Ave.

Century High School


1401 S. Grand Ave.

PROJECT
SITE
1
2

NORTH
NOT TO SCALE

Source: Microsoft Trips and Streets, basemap 2006; PBS&J, 2010.

01101 | JCS | 10

FIGURE 4.10-2

Location of the Schools Serving the Area


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10 Public Services

Table 4.10-1
School

Capacity and Enrollment of Schools


Capacity

Enrollment in 2008-09

Garfield Elementary School

784

708

Remington Elementary School

523

370

Davis Elementary School

654

724

Sierra Middle School

1129

875

Century High School

2454

2464

SOURCE:

SAUSD Comprehensive Facilities Master Plan June 2009 Update, Retrieved from
SAUSD website www.sausd.us
Taylor, Daryl, SAUSD Facilities Planner. Personal communication, January 7, 2010

According to the SAUSD Comprehensive Facilities Master PlanJune 2009 Update, school enrollment for all
schools in the District peaked in 2007 and has since experienced a significant decline (Figure 4.10-3
[Annual Enrollment Change]). The Districts 10-year enrollment projection shows future enrollment as
slightly declining or remaining essentially level (Figure 4.10-4 [Ten-Year Enrollment Projection
Scenario A]). Table 4.10-1 shows that there is a modest surplus capacity at Garfield Elementary,
Remington Elementary and Sierra Middle School with Davis Elementary and Century High School
exceeding their capacity limits. However, these capacity estimates are based on the existence of both
permanent classrooms and portable classrooms. Portable classrooms were added to SAUSD schools in
order to meet a rapidly growing student population that peaked in 2007. These portable classrooms were
placed on areas of the school grounds used for play areas and other open space. Therefore, while there
are some modest capacity surpluses in terms of classroom space, and while enrollment levels are not
projected to reach 2007 levels, these schools are still overcrowded from an overall school site standard.

4.10.9

Regulatory Context

Federal
There are no federal regulations pertaining to schools applicable to the proposed project.

State
California State Assembly Bill 2926 (AB 2926)School Facilities Act of 1986
In 1986, AB 2926 was enacted by the state of California authorizing entities to levy statutory fees on new
residential and commercial/industrial development in order to pay for school facilities. AB 2926, entitled
the School Facilities Act of 1986, was expanded and revised in 1987 through the passage of AB 1600,
which added Section 66000 et seq. of the Government Code. Under this statute, payment of statutory fees
by developers would serve as total CEQA mitigation to satisfy the impact of development on school
facilities.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10-11

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

California Government Code Section 65995School Facilities Legislation


The School Facilities Legislation was enacted to generate revenue for school districts for capital
acquisitions and improvements.

California Senate Bill 50 (SB 50)


The passage of SB 50 in 1998 defined the Needs Analysis process in Government Code Sections
65995.5-65998.Under the provisions of SB 50, school districts may collect fees to offset the costs
associated with increasing school capacity as a result of development. The fees (referred to as Level One
fees) are assessed based upon the proposed square footage of residential, commercial/industrial, and/or
parking structure uses. Level Two fees require the developer to provide one-half of the costs of
accommodating students in new schools, while the state would provide the other half. Level Three fees
require the developer to pay the full cost of accommodating the students in new schools and would be
implemented at the time the funds available from Proposition 1A (approved by the voters in 1998) are
expended. School districts must demonstrate to the state their long-term facilities needs and costs based
on long-term population growth in order to qualify for this source of funding. However, voter approval
of Proposition 55 on March 2, 2004, precludes the imposition of the Level Three fees for the foreseeable
future. Therefore, once qualified, districts may impose only Level Two fees, as calculated according to
SB 50.

Local
City of Santa Ana General Plan- Education Element
The Education Element of the General Plan is designed to provide sufficient cultural, recreational, and
educational services and facilities to the residents of the City. It is also to provide a cooperative
foundation within each school district to meet the Citys educational needs. The following policies are
related to educational needs for the Transit Zoning Code (SD 84A and SD 84B) area.
Objective 1

Provide social, recreational and educational services that complement those


provided by public and private schools.

Objective 2

Provide adequate measures in the Citys planning process to promote adequate and
appropriate school sites for new schools and/or expansion of existing schools.

Objective 3

Create an ongoing partnership with each school district within the City to enhance
service and facility planning.

Objective 4

Evaluate City policies and Citys General Plan in light of their effects on school
planning, forecasting, and their ability to provide services.

4.10-12

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10 Public Services

Figure 4.10-3

Figure 4.10-4

Annual Enrollment Change

Ten-Year Enrollment Projection Scenario A

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10-13

4.10 Public Services

Consistency Analysis
The Transit Zoning Code (SD 84A and SD 84B) is designed to be consistent with the policies contained
in the General Plan, including those related to education services. Currently, the SAUSD is experiencing
overcrowding within its school facilities. However, implementation of mitigation measure MM4.10-4 will
help fund construction of additional classroom capacity. Because the overall project promotes to support
the education services of the Transit Zoning Code (SD 84A and SD 84B) area, implementation of the
proposed project would not conflict with the identified policies.

4.10.10 Project Impacts and Mitigation


Analytic Method
Impacts on schools are determined by analyzing the projected increase in the demand for schools as a
result of a proposed project and comparing the projected increase with the schools remaining capacities
to determine whether new or altered facilities would be required. Impacts on schools are considered to
be less than significant with payment of the state Department of Education Development Fee, which
was enacted to provide for school facilities construction, improvements, and expansion.
The operational analysis focuses upon the number of new residents that would result from the proposed
project. Consequently, this analysis includes only the residential component of the mixed-use
development.

Thresholds of Significance
The following threshold of significance is based on Appendix G of the CEQA Guidelines. For purposes
of this EIR, implementation of the proposed project may have a significant adverse impact on schools if
it would:
Result in substantial adverse physical impacts associated with the provision of new or physically
altered governmental facilities, or the need for new or physically altered governmental facilities, the
construction of which could cause significant environmental impacts, in order to maintain
acceptable service ratios, or other performance objectives for schools

Effects Not Found to Be Significant


All potential school impacts are discussed in detail in the following section of this EIR.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10-15

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Impacts and Mitigation Measures


Threshold

Impact 4.10-3

Would the project result in substantial adverse physical impacts associated with
the provision of new or physically altered governmental facilities, or the need for
new or physically altered governmental facilities, the construction of which could
cause significant environmental impacts, in order to maintain acceptable service
ratios, or other performance objectives for schools?

Construction of new residential units within the project area would


generate new students that could require the addition of new classroom
facilities, thereby requiring new or physically altered facilities to
accommodate additional students in Santa Ana Unified School District
(SAUSD) schools. This is considered a potentially significant impact.
However with implementation of mitigation measure MM4.10-4 the impact
would remain less than significant.

To determine impacts SAUSD uses the student generation rates (SGRs). These rates are based on units
built over the past five years, which should be comparable to units to be constructed in the future.
Table 4.10-.2 (Student Generation Rates by Housing Type) shows the SGRs used for SAUSD.
Implementation of the Transit Zoning Code (SD 84A and SD 84B) could lead to 4,075 residential units
in the SAUSD service area. Assuming a potential occupancy level of 3.0 persons per unit (refer to
Chapter 2 for further clarification), it is estimated that, were all properties identified as having new
development potential to be built out pursuant to the provisions of the Transit Zoning Code (SD 84A
and SD 84B), there could be an increase of approximately 12,225 persons within the Transit Zoning
Code (SD 84A and SD 84B) area.
Table 4.10-2

Student Generation Rates by Housing Type


School Level

Housing Type

Elementary School

Middle School

High School

Single-Family Detached Units

0.4863

0.1922

0.3255

Single-Family Attached (Condo And Town Homes)

0.0124

0.0034

0.0045

Multifamily

0.0055

0.0010

0.0020

Multifamily Attached

0.0076

0.0017

0.0028

Assuming that the majority of units within the Transit Zoning Code (SD 84A and SD 84B) area would
be multi-family, average SGRs for the Transit Zoning Code (SD 84A and SD 84B) were chosen (0.01 for
elementary schools, 0.0025 for middle schools, and 0.004 for high schools). Based on these SGRs,
approximately 115 elementary school, 30 middle school, and 45 high school students would be generated
by the proposed project. As shown in Table 4.10-1, some SAUSD schools are operating with modest
capacity surpluses while others are at an enrollment that exceeds their capacity. However, these schools
remain overcrowded from a school site size standard. The addition of new students to these schools as a
result of population growth generated by new development would further contribute to the existing

4.10-16

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10 Public Services

overcrowding. This would be considered a potentially significant impact. However, with incorporation of
mitigation measure MM4.10-4, this impact would be reduced to less than significant.
MM4.10-4

Individual project developers shall pay school impact fees prior to the issuance of occupancy permits.

4.10.11 Cumulative Impacts


Increases in residential and nonresidential development throughout the City would generate additional
demand for public school classroom seating capacity in SAUSD schools. The SAUSD has experienced,
and may continue to experience, a shortfall of classroom capacity. The degree to which this demand
would be satisfied is dependent upon future enrollment trends. However, per mitigation measure
MM4.10-4, all new private sector development will be required to pay statutory impact fees to the
SAUSD to help fund construction of additional classroom capacity, and under current law, payment of
these fees is deemed to constitute full mitigation under CEQA. For this reason, cumulative impacts
throughout the SAUSD would be less than significant. Also, because an applicant would be required to
pay the impact fees to the SAUSD, which mitigates all project-related school impacts, the contribution of
the proposed project would be less than cumulatively considerable, and, therefore, the cumulative impact
of the proposed project on school facility capacity would be considered to be a less-than-significant
impact.

Library Services
4.10.12 Environmental Setting
The City of Santa Ana is served by two libraries: the Santa Ana Public Library located at 26 Civic Center
Plaza and the branch library of the Newhope Library Learning Center located at 122 North Newhope
Street. The Santa Ana Public Library is located within the proposed project boundaries while the
Newhope Library Learning Center is located approximately three miles to the west. Both the Santa Ana
Public Library and the Newhope Library Learning Center would serve as the primary libraries for use by
the residents of the project area. The Santa Ana Public Library also includes an online library with which
cardholders can access information online in eBooks, newspapers, magazines, and reference works. In
addition, the City of Santa Ana has a Santa Ana History Room that provides Santa Ana residents with
information about the history of the City, County, and State in which they live.
The Santa Ana Public Library includes a Bookmobile at Friendship Park which is located south of the
Transit Zoning Code (SD 84A and SD 84B) area between Fairview Street and Raitt Street. The
Bookmobile provides books, CDs, book and tape sets, videos, and DVDs to the residents in Santa Ana.
The Youth Computer Centers offer computer access with: Internet and educational software at both
Library sites; computer workshops and a Teen Space for students at the Main Library, and computer
workshops for parents at the Newhope Library.
The Central Public Library has 39,790 sf of floor area, and the branch library is 8,987 sf. The combined
resources of these libraries and bookmobiles include over 720,000 books and other resources, plus some
150,000 resources for in-house use. The libraries are estimated to have a daily average attendance of
City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10-17

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

approximately 1,825 people (Richard 2007). Per Public Library Staff, it is anticipated that approximately
one-third of the total residential population takes advantage of the existing library services.

4.10.13 Regulatory Framework


There are no federal or state library service regulations applicable to the proposed project.

Local
City of Santa Ana General Plan- Public Facilities Element
The Public Facilities Element of the General Plan is designed to provide sufficient public, cultural,
recreational, educational, social service and related facilities to meet the communitys needs. It is also to
promote active and sustained involvement by the public in the pursuit of excellence in Citys public
facilities and programs. The following policies are directly applicable to public facilities resources for the
Transit Zoning Code (SD 84A and SD 84B):
Objective 1.1

Provide adequate public facilities which are economical, convenient, and which
reinforce community identity.

Objective 2.1

Create an on-going, public-private partnership in cultural, educational, recreational


and social service facilities and programs.

Consistency Analysis
The Transit Zoning Code (SD 84A and SD 84B) is designed to be consistent with policies contained in
the General Plan, including those related to public facilities. Any necessary improvements/modifications
to the existing Santa Ana library system would be implemented using the general fund and determined on
an as-needed annual basis by the City which would be aided by the additional tax base from development
within the Transit Zoning Code (SD 84A and SD 84B) area. Because the overall project is designed to
support the library services of the Transit Zoning Code (SD 84A and SD 84B) area, implementation of
the proposed project would not conflict with the identified policies.

4.10.14 Project Impacts and Mitigation


Analytic Method
Impacts on library services are considered significant if an increase in population or building area would
result in inadequate staffing levels and/or increased demand for services that would require the need for
new or physically altered library facilities in order to maintain acceptable service ratios.
The operational analysis focuses upon the number of new residents that would result from the proposed
project. Consequently, this analysis includes only the residential component of the mixed-use
development. The standard guidelines used for evaluating the acceptable level of service are set by
California State Library Office of Library Construction, the Public Library Association, and the American

4.10-18

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10 Public Services

Library Association. Standards include providing 0.5 square feet of library facility and 2 volumes per
capita.

Thresholds of Significance
The following threshold of significance is based on Appendix G of the CEQA Guidelines. For purposes
of this EIR, implementation of the proposed project may have a significant adverse impact on library
services if it would do the following:
Result in substantial adverse physical impacts associated with the provision of new or physically
altered governmental facilities, or the need for new or physically altered governmental facilities, the
construction of which could cause significant environmental impacts, in order to maintain
acceptable service ratios, response times, or other performance objectives for library services.

Effects Found to Have No Impact


There are no effects found to have no impact with respect to libraries.

Effects Found to Be Less Than Significant


Threshold

Impact 4.10-4

Would the project result in substantial adverse physical impacts associated with
the provision of new or physically altered governmental facilities, or the need for
new or physically altered governmental facilities, the construction of which could
cause significant environmental impacts, in order to maintain acceptable service
ratios, or other performance objectives for library services?

Construction of new residential units within the project area would


generate new library users that could require the addition of new library
facilities, thereby resulting in the need for new or physically altered library
facilities in order to maintain acceptable service ratios. However, the
impact would be less than significant.

The Transit Zoning Code (SD 84A and SD 84B) area is served by two libraries, the Santa Ana Public
Library and the Newhope Branch of the Santa Ana library system. Combined, these libraries have a
collection of approximately 304,655 volumes and an overall size of 48,777 sf (39,790 sf main library and
8,987 sf branch library). No new library facilities or expansions are planned for the immediate future.
Were all properties identified as having new development potential to be built out pursuant to the
provisions of the Transit Zoning Code (SD 84A and SD 84B) these new projects would generate a need
for approximately 9,495 square feet of library space and approximately 37,980 volumes due to the
estimated increase in population (Richard 2007). The Citys library system is funded through the general
fund and does not have a fee collection system in place (similar to City Parks) to obtain fees from a
developer. The tax base afforded by the additional development within the Transit Zoning Code
(SD 84A and SD 84B) area would contribute to the Citys general fund, which is distributed to various
City services, including libraries. Therefore, any necessary improvements/modifications to the existing
Santa Ana library system would be implemented using the general fund and determined on an as-needed

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10-19

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

annual basis by the City. As such, any increase in the need for library resources would be implemented by
the City irrespective of the project, although aided by the additional tax base from development within
the Transit Zoning Code (SD 84A and SD 84B) area, and impacts would be less than significant.

4.10.15 Cumulative Impacts


Additional development in the City could increase the demand for library services, particularly for
residential development. Cumulative projects include limited residential developments that would be
accessing the same libraries affected by the proposed project. The proposed project would have an
incremental effect on library services, and would not be considered cumulatively considerable with
respect to library services. Impacts would be less than significant.

Parks
4.10.16 Environmental Setting
The Parks, Recreation, and Community Services Agency have been responsible for maintaining,
managing construction, and programming 74 facilities within its park and recreation network, along with
several public school grounds. The Agency provides a range of recreational opportunities that include
parks, sport fields, the Santa Ana Stadium, senior and recreation centers, swimming pools, the Santa Ana
Zoo at Prentice Park, and the trail system. Table 4.10-3 (Santa Ana Parks) lists the parks in the City.
Table 4.10-3

Santa Ana Parks

Adams

Friendship

Riverview

Angels

Griset

Rosita

Birch

Heritage

Sandpointe

Bomo Koral

Jerome

Santa Anita

Cabrillo

Little King

Santiago

Campesino

Logan

Santiago Day Camp

Centennial Regional

Lowell

Sarah May Downie Herb Garden

Colonel W. C. Eldridge

Madbury

Sasscer

Delhi

Madison

Segerstrom Triangle

Edna

Memorial

Spurgeon

El Salvador

Morrison

Thornton

Fisher

Portola

Windsor

French

Santa Ana Zoo

SOURCE:

Santa Ana Parks and Recreation 2007

Currently, there are approximately 322 acres of park and recreation facilities within the City of Santa Ana,
which is equivalent to approximately 0.9 acre per 1,000 residents. There are three parks with a total area

4.10-20

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10 Public Services

of approximately 3 acres within the proposed project area. These parks are Logan (Chepas), Birch, and
Sasscer. The location of these parks can be seen in Figure 4.10-5 (Locations of Nearby Parks). Currently,
the City Parks Services Plan has no new park and recreational facilities planned for the immediate future.
However, the redevelopment of the Agency properties would include the addition of approximately
1.5 acres of new public open space. As proposed the project would include a public park, a public tot lot,
and a 10,000-square-foot community building.

4.10.17 Regulatory Framework


There are no federal or state regulations applicable to the proposed project.

Local
City Municipal Codes
Chapter 34, Article 8 of the Santa Ana Municipal Code suggests parkland dedication requirements for
proposed development. In accordance with the Municipal Code, 25 percent of the required parkland can
be provided as private open space and the remaining amount can be met through the dedication of land
or through the payment of parkland fees.
Chapter 35, Article 4 of the Santa Ana Municipal Code suggests development fee requirements for the
proposed development. The developer and/or person adding net residential units is required to pay a fee
for each residential unit based upon the total number of bedrooms being proposed. The fee, collected at
the Building Permit counter at the time a building permit is pulled for a project, is based on the formula
as shown in Table 4.10-4. The City requires any residential development over 50 units to be assessed a
park in-lieu fee that will be included as part of the development agreement.
According to the Municipal Code fees paid under City requirements are placed in a special fund to be
known as the Park Acquisition and Development Fund and used for the acquisition, construction, and
renovation of park and recreation facilities. In the event the City meets the standard of 2 acres of such
facilities per one thousand (1,000) population, any moneys remaining in such fund may be used for
renovation of the City's existing parks.
Table 4.10-4

SOURCE:

City of Santa Ana Park Development Fee

Bedroom

Fee

5 or More

$4,823

$4,335

$3,915

$2,918

1 or Fewer

$2,190

Thompkins, Carla. 2007. E-mail communication with City of Santa Ana Parks
and Recreation Department. August 6, 2007.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10-21

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

City of Santa Ana General PlanLand Use Element


The Land Use Element of the Citys General Plan serves as a long-range guide for land use and
development in the City. This element indicates the type, location, and intensity of development and land
uses permitted in the City. The primary objective of the element is to assist in the management of future
growth, to improve the overall physical appearance, to minimize potential land use conflicts, and to
facilitate growth and development reflecting the communitys vision. The following policies are directly
applicable to parks and open space areas for the Transit Zoning Code (SD 84A and SD 84B):
Policy 1.7

Support open space in underserved areas.

Policy 1.8

Encourage the development of commercial and nonprofit


recreational facilities and services.

Policy 2.10

Support new development which is harmonious in scale and


character with existing development in the area.

Policy 3.1

Support development which provides a positive contribution to


the neighborhood character and identity.

Policy 3.5

Encourage new development and/or additions to existing


development that is compatible in scale and consistent with the
architectural style and character of the neighborhood.

Policy 4.3

Support land uses which provide community and regional


economic and service benefits.

Policy 5.1

Promote development which has a net community benefit, and


enhances the quality of life.

Policy 5.2

Protect the community from incompatible land uses.

Policy 5.5

Encourage development which is compatible with, and


supportive of surrounding land uses.

City of Santa Ana General Plan- Open Space, Parks and Recreation Element
The Open Space, Parks and Recreation Element of the General Plan is designed to provide sufficient
open space to meet the recreational and aesthetic needs of the community and to ensure ready public
access and use of open space facilities. The following policies are related to open space, parks and
recreation resources for the Transit Zoning Code (SD 84A and SD 84B).
Objective 1.1

Protect key open spaces areas through public ownership.

Objective 1.2

Encourage private development of publicly accessible, commercial open space.

Objective 1.3

Encourage private development of visually accessible open space.

Objective 2.1

Sustain an on-going program of park and open space improvement.

Objective 2.2

Encourage positive linkages between public and private open space.

4.10-22

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

PROJECT
SITE

NORTH
NOT TO SCALE

Source: City of Santa Ana.

01101 | JCS | 10

FIGURE 4.10-5

Locations of Nearby Parks


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10 Public Services

Objective 3.0

Pursue multiple use of publicly owned land.

Objective 3.1

Encourage the use of water quality wetlands, biofiltration swales, watershed-scale


retrofits, etc. in existing and new open space, parks, and recreation facilities where
such measures are likely to be effective and technically and economically feasible.

Consistency Analysis
The Transit Zoning Code (SD 84A and SD 84B) is intended to facilitate a well designed mix of
development/redevelopment projects that combine residential and non-residential uses with more open
and green space for the Transit Zoning Code (SD 84A and SD 84B) area. The Transit Zoning Code
(SD 84A and SD 84B) is designed to be consistent with policies contained in the General Plan, including
those related to open space, parks and recreation. New projects constructed in accordance to the
standards contained within the Transit Zoning Code (SD 84A and SD 84B) will provide for new private
open space and an increase in public and private landscaping. Because the overall project is designed to
enhance and promote the open space, parks and recreation resources of the Transit Zoning Code
(SD 84A and SD 84B) area, implementation of the proposed project would not conflict with the
identified policies.

4.10.18 Project Impacts and Mitigation


Analytic Method
Impacts on parks and recreation services are considered significant if an increase in population or
building area would require the need for new park facilities in order to maintain acceptable service ratios.
The City maintains 2 acres of parkland per 1,000 residents as adequate parkland ratio. Based on these
criteria, the impact of the project on park services is evaluated.

Thresholds of Significance
The following threshold of significance is based on Appendix G of the CEQA Guidelines. For purposes
of this EIR, implementation of the proposed project may have a significant adverse impact on park
services if it would do the following:
Result in substantial adverse physical impacts associated with the provision of new or physically
altered governmental facilities, or the need for new or physically altered governmental facilities, the
construction of which could cause significant environmental impacts, in order to maintain
acceptable service ratios, response times, or other performance objectives for park services.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10-25

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Effects Found to Be Less Than Significant


Threshold

Impact 4.10-5

Would the project result in substantial adverse physical impacts associated with
the provision of new or physically altered governmental facilities, or the need for
new or physically altered governmental facilities, the construction of which could
cause significant environmental impacts, in order to maintain acceptable service
ratios, or other performance objectives for library services?

Were all properties identified as having new development potential to be


built out pursuant to the provisions of the Transit Zoning Code (SD 84A
and SD 84B) these new projects would generate a need for new or
physically altered park facilities in order to maintain acceptable service
ratios. This is considered less-than-significant impact.

The Citys current park ratio per 1,000 population is 0.9 acre, which is well below the Citys standard of 2
acres per 1,000 residents. Due to the number of residents anticipated were all properties identified as
having new development potential to be built out pursuant to the provisions of the Transit Zoning Code
(SD 84A and SD 84B) (approximately 12,225), the number of users of the Citys parks and recreational
facilities would substantially increase as a result of implementation of the Transit Zoning Code (SD 84A
and SD 84B). Based on the parkland dedication requirements provided in the Citys Municipal Code
(Section 34-204), the proposed project would be required to provide approximately 19.88 acres of
additional parkland at full build-out.19 Were all properties identified as having new development potential
to be developed at the maximum intensities allowed by the Transit Zoning Code (SD 84A and SD 84B)
it would generate approximately 15.6 acres of private open space. Private open space amenities could
include courtyards, plazas, tennis courts, swimming pools, spas, permanently equipped gym/exercise
rooms, or other permanent amenities. Private open space/recreation areas could include balconies,
loggias, terraces, or rooftop decks. However, it is likely that much of the 15.6 acres would qualify as
private open space, which, per the Citys Municipal Code, can account for only 25 percent of the
parkland requirement of the Transit Zoning Code (SD 84A and SD 84B). Therefore, assuming that the
15.6 acres provided would reduce the parkland requirement of the proposed project by 25 percent, full
buildout of the Transit Zoning Code (SD 84A and SD 84B)would require an additional 14.91 acres of
parkland to be dedicated within the City. A portion of this requirement could be satisfied through the
implementation of joint-use facilities, established with SAUSD. However, no agreement between
SAUSD and the City has been reached at this time regarding the institution of joint-use facilities.
A portion of the additional parkland requirement will be met by the approximately 1.5 acres of public
open space that will be constructed as part of the redevelopment of the Agency properties.

Assumes that of the 4,075 residential units to be developed, 326 would be single-family housing and 3,749 would be
multi-family housing (KOA Corporation 2007). This will need to be updated I made a stab at the numbers. Using the
Municipal Codes Land to be dedicated per dwelling unit generation factors, approximately 2.35 acres and 17.53 acres
would be required for the single-family and multi-family housing anticipated under the Specific Plan. This calculation
also assumes that a 25 percent credit would be given for the 15.6 acres of additional private open space.
19

4.10-26

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10 Public Services

In accordance with the Citys Municipal Codes Sections 34-200 through 34-212, individual projects
proposed within the Transit Zoning Code (SD 84A and SD 84B)would be required to make payments of
Park Acquisition and Development Fees, as required by the following mitigation measure:
MM4.10-5

Prior to issuance of a building permit for a residential development project, or change of use from nonresidential to residential within the Transit Zoning Code (SD 84A and SD 84B) area, project
applicants shall pay to the City of Santa Ana the Park Acquisition and Development Fee.

Consequently, the provision of private open space within individual developments coupled with the
payment of fees for the acquisition and development of public parks would ensure that demands on
parkland are not exacerbated. Impacts would be less than significant.

4.10.19 Cumulative Impacts


Long-term development within the project area would increase demands on park services. Individual
projects would be required to include recreational space or make payments to offset demands associated
with additional residential units. While the imbalance in the parkland per capita ratio would not improve,
it would neither be worsened. Cumulative impacts would be less than significant. The proposed project is
designed to ensure that impacts to parkland would be less than significant, and would thus have a less
than significant contribution to this effect.

4.10.20 References
Corman, Tova. 2007. Personal communication with Santa Ana Unified School District, August 6.
Ellman, Karl. 2007. Personal communication with City of Santa Ana Fire Department, August 7.
McCoy, Mike. 2007. Personal communication with City of Santa Ana Police Department, August 7.
Richard, Rob. 2007. E-mail communication with City of Santa Ana Library Services, August 6.
Santa Ana, City of. 1998. Draft Land Use Element EIR.
. 2007. Municipal Code of City of Santa Ana.
http://www.municode.com/resources/gateway.asp?pid=11492&sid=5 (accessed August 6, 2007).
Santa Ana Fire Department. 2007. Welcome to the Fire Department Homepage. http://www.ci.santaana.ca.us/fire/default.asp (accessed August 7, 2007).
Santa Ana Library Services. 2007. Santa Ana Public Library. http://www.ci.santaana.ca.us/library/default.asp (accessed August 6, 2007).
Santa Ana Parks and Recreation. 2007. Santa Ana Parks, Recreation, and Community Services Agency.
http://www.ci.santa-ana.ca.us/parks/default.asp (accessed August 6, 2007).
Santa Ana Police Department (SAPD). 2006. Police Department Annual Report.
. 2007. Santa Ana Police Department. http://www.ci.santa-ana.ca.us/pd/default.asp (accessed
August 7, 2007).
Santa Ana Unified School District (SAUSD). 2007. Welcome. http://www.sausd.k12.ca.us (accessed
August 6, 2007).

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.10-27

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

. 2009. SAUSD Comprehensive Facilities Master PlanJune 2009 Update. www.sausd.us.


Taylor, Daryl. 2010. Personal communication with SAUSD Facilities Planner, January 7.
Thompkins, Carla. 2007. E-mail communication with City of Santa Ana Parks and Recreation
Department. August 6, 2007.
Vakili, Phillip. 2007. E-mail communication with City of Santa Ana Public Works Agency, Water
Department, August 6.

4.10-28

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

4.11 TRANSPORTATION/TRAFFIC
This section evaluates the potential for implementation of the proposed Transit Zoning Code (SD 84A
and SD 84B) to impact parking, access, traffic, circulation, and other modes of transportation, including
the potential for the proposed project to increase local and regional traffic volumes, exceed a level of
service (LOS) standard, increase hazards due to a design feature, interfere with emergency access, result
in an inadequate parking supply, or conflict with applicable alternative transportation programs. This
section will provide a summary of the results of a traffic study performed for the Transit Zoning Code
(SD 84A and SD 84B) by KOA Corporation, which is included as Appendix G to this document. The
traffic analysis follows the Santa Ana General Guidelines for Traffic Impact Studies and the California
Department of Transportation (Caltrans) Traffic Study Guidelines.
Several comment letters were received in response to the NOP for the project related to traffic and
circulation. Some of the primary issues raised included the following:
Connectivity of the Transit Zoning Code (SD 84A and SD 84B) area bikeways with the Golden
Loop bikeway and potential bikeways along the Pacific Electric and Red Car rail lines
Enhancement of alternative modes of transportation in a mixed-use environment
Amenities and programs needed to support and encourage existing public transit providers, such as
Metrolink and local bus service operated by the Orange County Transportation Authority (OCTA)
Pedestrian and vehicle access to development near the railroad right of way
Methodology for the traffic impact analysis
Traffic impacts affecting neighboring cities, including Irvine and Tustin

4.11.1

Environmental Setting

This section documents existing conditions in the study area (Year 2010), including the area roadway
network conditions, study area intersections, roadway segments, freeway ramp conditions, and existing
transit conditions. The General Plan Circulation Element and the planned improvements in the study
area have also been discussed.

Area Roadway Network


The following discusses the specific roadways in the vicinity of the proposed project that would be
affected by project-related traffic. The traffic study area was determined through initial consultation with
the City of Santa Ana and initial review of the Orange County Transportation Analysis Model (OCTAM)
select link analysis. Figure 4.11-1 (Study Location Map) shows the boundary of the study area.

Regional Access
Interstate 5 (I-5, also known as the Santa Ana Freeway) is located east and north of the Transit Zoning
Code (SD 84A and SD 84B) area and provides primary north/south regional access to the project site.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-1

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

I-5 is a major route between Los Angeles, Orange, and San Diego Counties, serving many major
employment centers and residential areas, including significant portions of Anaheim, Santa Ana, Tustin,
and Irvine. I-5 interchanges that provide access to the project site are at Seventeenth Street and Santa
Ana Boulevard. I-5 has an exclusive elevated High Occupancy Vehicle (HOV) facility for carpools and
transit with access ramps at Main Street/Edgewood Road north of the site and at Grand Avenue/Santa
Ana Boulevard east of the site.

Local Access
Local streets in the project vicinity that would be affected by the proposed project include arterial
roadways that provide access to neighboring areas and also to the regional freeway system. These local
roadways include First Street, Fourth Street, Fifth Street, Santa Ana Boulevard, Civic Center Drive,
Seventeenth Street, Flower Street, Broadway Avenue, Main Street, Santiago Street, and Grand Avenue. A
brief description of each roadway is provided below.
It should be noted that several roadways within the Transit Zoning Code (SD 84A and SD 84B) area
have different designations in the Citys General Plan Circulation Element compared to the Countys
Master Plan of Arterial Highway (MPAH) classification. The City is currently pursuing a cooperative
agreement with OCTA to correct the discrepancies between the City Circulation element and the
MPAH.
First Street
First Street is an east-west six-lane divided road classified as a Major Arterial on the Circulation Element.
First Street is designated as a Smart Street on the Orange County CMP Highway System. Within the
study area, First Street has a curb-to-curb width of 84 feet with a 4- to 14-foot raised median. Parking is
prohibited along First Street. The posted speed limit is 40 mph.
Fourth Street
Fourth Street is a two-lane undivided east/west road that is classified in the Citys Circulation Element as
a Secondary Arterial between Main Street and Standard Avenue, and a Primary Arterial (six-lane)
between Standard Avenue and I-5. In the study area, Fourth Street has a 56-foot curb-to-curb width.
Metered parking is allowed on both sides. The posted speed limit is 25 mph.
Fifth Street
Fifth Street is a three-lane east/west road classified as a Secondary Arterial in the Citys Circulation
Element between Ross Street and French Street. It is currently operated as a one-way street in the
eastbound direction in tandem with the one-way westbound operation of Santa Ana Boulevard. Parking
is generally prohibited, except for a segment west of Main Street where metered parking spaces are
provided along the south side. The posted speed limit is 25 mph.

4.11-2

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2007.

01101 | JCS | 10

FIGURE 4.11-1

Study Location Map


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Santa Ana Boulevard


Santa Ana Boulevard is an east/west road classified in the Citys Circulation Element as a Primary
Arterial east of Ross Street up to I-5, and a Major Arterial west of Ross Street up to Raitt Street. The
segment between Ross Street and French Street is operated as a one-way westbound with three travel
lanes and a pavement width of 40 feet. Beyond the one-way segment, the lane configuration varies from
four lanes between Bristol Street and Flower Street, to six lanes east of Santiago Street and two lanes
west of Santiago Street. Parking is generally prohibited along Santa Ana Boulevard. The posted speed
limit is 30 mph.
Civic Center Drive
Civic Center Drive is a four-lane divided east/west road that is classified as a Secondary Arterial in the
Citys Circulation Element from Fairview Street to French Street. Within the study area, Civic Center
Drive has a curb-to-curb width of 64 feet. Parking is prohibited along Civic Center Drive. The posted
speed limit is 35 mph.
Seventeenth Street
Seventeenth Street is a six-lane divided east/west road that is classified as a Major Arterial in the Citys
Circulation Element. Seventeenth Street has a curb-to-curb width of 80 to 88 feet and a 14-foot raised
median. Parking is prohibited along Seventeenth Street. The posted speed limit is 40 mph.
Flower Street
South of Seventeenth Street, Flower Street is a four-lane divided north/south road that is classified as a
Secondary Arterial in the Citys Circulation Element. Parking is not allowed, and the posted speed limit
ranges from 30 to 35 mph south of Seventeenth Street. North of Seventeenth Street, Flower Street is a
two-lane divided residential street, with parking on both sides and a 25 mph posted speed limit.
Northbound through movement is prohibited at the intersection of Seventeenth Street and Flower
Street.
Broadway
Broadway is a north/south four-lane undivided road that is classified as a Secondary Arterial in the Citys
Circulation Element between I-5 and First Street. Within the boundaries of the study area, Broadway
varies in width from 55 feet curb-to-curb north of Fifth Street, to 60 feet between Civic Center Drive
and Fifth Street. Broadway has a 10-foot two-way center turn lane in the vicinity of the project site.
Parking is prohibited. The posted speed limit ranges from 35 mph, south of Seventeenth Street, to
40 mph, north of Seventeenth Street.
Main Street
Main Street is a four-lane north/south road that is classified in the Citys Circulation Element as a
Secondary Arterial in the vicinity of the project. In the study area, the width of Main Street varies from

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-5

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

52 feet curb-to-curb south of Civic Center Drive, to 72 feet curb-to-curb from I-5 to Civic Center Drive.
Main Street, between I-5 and Civic Center Drive, has a 10-foot two-way center turn lane.
Metered parking spaces are provided on certain segments of Main Street between the I-5 southbound
ramps/Buffalo Avenue and Fifth Street. Main Street has a posted speed limit of 35 mph, north of
Seventeenth Street, and 30 mph, south of Seventeenth Street.
Santiago Street
Santiago Street is a north/south two-lane divided roadway. It is classified in the Citys Circulation
Element as a Secondary Arterial. The City is currently planning the extension of this roadway through to
First Street.
Grand Avenue
Grand Avenue is generally a four-lane divided north/south road that is classified as a Major Arterial in
the Citys Circulation Element. Parking is prohibited along Grand Avenue. The posted speed limit is
40 mph.
I-5 Freeway
Interstate 5 (Santa Ana Freeway) provides primary north-south regional access to this project. Interstate
5 interchanges that provide access to the site are at 17th Street and Santa Ana Boulevard. I-5 has an
exclusive elevated High Occupancy Vehicle (HOV) facility for carpools and transit with access ramps at
Main Street/Edgewood Road north of the site and at Grand Avenue/Santa Ana Boulevard east of the
site.

Planned Improvements
Several funded or planned roadway improvements are included within the study area. The improvements
identified below are consistent with the Long Range Improvement Program and the Citys Circulation
Element.
Grand Avenue Widening
The City of Santa Ana has proposed to widen the segment of Grand Avenue between Seventeenth Street
on the north and First Street on the south, to the General Plan Circulation Element designation of Major
Arterial, with six through lanes and enhanced features at intersections, including dedicated right and leftturn lanes.
Santiago Street Widening
The City of Santa Ana has proposed to widen Santiago Street between Civic Center Drive and 1st Street,
to the General Plan Circulation Element designation of secondary Arterial, with four through lanes and
enhanced features at intersections, including dedicated right and left-turn lanes.

4.11-6

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Metrolink Extension
The City of Santa Ana has proposed preferred corridors for consideration in developing a local transit
service to operate as an extension to the proposed Metrolink Commuter Rail enhancements outlined by
the OCTA 2006 Long-Range Transportation Plan.
Santa Ana Fixed Guideway
The City of Santa Ana, in partnership with the city of Garden Grove, is studying a fixed-guideway system
that will travel between the Santa Ana Regional Transportation Center (SARTC) and Bristol Street, with
potential future extensions to Harbor Boulevard in Garden Grove. The system will travel along a major
east-west corridor through central Orange County, providing access to Santa Anas downtown area and
the Santa Ana civic center, which houses County, State and Federal government offices and courthouses.
The proposed fixed-guideway system will integrate into the existing urban environment and transfer
riders from the train station directly to key activity centers along the three-mile route.
Santa Ana Regional Transportation Center
The Santa Ana Regional Transportation Center (SARTC) serves more than 200,000 rail passenger trips
each year, making the train station one of the busiest along the Los Angeles to San Diego rail line. Its
also a hub for regional, interstate, and international bus service. Significant attractions in Santa Ana
include Bowers Museum, Discovery Science Center, Santa Ana Zoo, and Main Place and South Coast
Village shopping districts. Both Santa Ana College, which serves more than 48,000 students, and the
Orange County High School for the Arts, which draws students from 92 cities in Southern California, are
within walking distance of the proposed fixed-guideway system.
The Santa Ana Regional Transportation Center (SARTC) Master Plan envisions a range of transportation
services to be provided at SARTC, including the following travel modes:

Metrolink Rail
Amtrak Rail
Santa Ana Fixed Guideway
OCTA Fixed-Route Bus
OCTA Stationlink
OCTA Bus Rapid Transit (BRT)
High Speed Rail
Greyhound Bus
International Tour Bus
Los Angeles World Airports FlyAway Bus
Carpool

The SARTC Master Plan is also intended to provide improved pedestrian and bicycle access, commercial,
retail, and/or residential uses as feasible, and provide efficient parking and support facilities for each of
these services. Completion of the SARTC Master Plan is expected to occur in phases which are
anticipated to be completed in three planning horizons: 2014, 2020, and 2040 (buildout).

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-7

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Existing Study Area Intersections


The study area consists of the following fifty intersections in the City of Santa Ana and all intersections
are illustrated in Figure 4.11-2 (Study Intersections):
1. Flower Street at Civic Center Drive

28. French Street at Fourth Street

2. Flower Street at Santa Ana Boulevard

29. Lacy Street at Civic Center Drive

3. Parton Street at Santa Ana Boulevard

30. Lacy Street at Santa Ana Boulevard

4. Ross Street at Civic Center Drive

31. Lacy Street at Sixth Street

5. Ross Street at Santa Ana Boulevard

32. Lacy Street at Fourth Street

6. Ross Street at Fourth Street

33. Lacy Street at First Street

7. Broadway at Civic Center Drive

34. Santiago Street at Washington Avenue

8. Broadway at Santa Ana Boulevard

35. Santiago Street at Civic Center Drive

9. Broadway at Fifth Street

36. Santiago Street at Santa Ana Boulevard

10. Broadway at Fourth Street

37. Santiago Street at Brown Street (Future


Intersection)

11. Broadway at Third Street


12. Broadway at First Street
13. Sycamore Street at Civic Center Drive

38. Santiago Street at Sixth Street (Future


Intersection)

14. Sycamore Street at Santa Ana Boulevard

39. Santiago Street at Fourth Street (Future


Intersection)

15. Sycamore Street at Fifth Street

40. Standard Street at First Street

16. Sycamore Street at Fourth Street


17. Main Street at Civic Center Drive

41. U2-4 at Santa Ana Boulevard (Future


Intersection)

18. Main Street at Santa Ana Boulevard

42. Grand Avenue at Santa Ana Boulevard

19. Main Street at Fifth Street

43. Grand Avenue at Fourth Street

20. Main Street at Fourth Street

44. Grand Avenue at First Street

21. Main Street at Third Street

45. Penn Way (Santiago Street) at I-5


Southbound (SB) Ramps

22. Main Street at First Street


23. Bush Street at Santa Ana Boulevard

46. I-5 SB Ramps at Santa Ana Boulevard

24. Bush Street at Fifth Street

47. I-5 Northbound (NB) Ramps at Seventeenth


Street

25. Bush Street at Fourth Street

48. Grand Avenue at I-5 NB Ramps

26. Spurgeon Street at First Street

49. Mortimer Street at Santa Ana Blvd

27. French Street at Santa Ana Boulevard

50. Mortimer Street at Fifth Street

4.11-8

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2007.

01101 | JCS | 10

FIGURE 4.11-2

Study Intersections
0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Transit System
The study area is currently served by buses and commuter rail service. Commuter rail service is provided
at the Santa Ana Regional Transportation Center (SARTC) by Metrolink, which is located within the
study area at the southeast corner of Santa Ana Boulevard and Santiago Street. Bus transit service is
provided by OCTA. It is expected that the Transit Zoning Code (SD 84A and SD 84B) with mixed-use
land uses will take advantage of the transit improvement in the area. The project trip generation
calculations conducted in the Traffic Impact Study (TIS) prepared by KOA for the project takes credit
for mode choices. However, the detailed intersection capacity analysis will not consider the capacity
impact of the transit improvement in the area. KOA considers the detail analysis to be deferred to the
future Metrolink Extension Traffic Study.
Ten local and express bus routes serve the Santa Ana Transit Terminal, located at Fifth Street and Ross
Street. During the AM peak hour, approximately sixty buses per hour enter and leave the transit terminal.
In addition to Bus Route 57, Bus Route 53 (over 10,000 daily boardings), Bus Route 55 (over 8,500 daily
boardings), and Bus Route 64 (over 10,600 daily boardings) serve downtown Santa Ana.

Air Travel
Air travel for residents, workers, and visitors in Santa Ana is most conveniently available at John Wayne
Airport (SNA), located approximately five miles south in unincorporated Orange County surrounded by
the Cities of Costa Mesa, Irvine, and Newport Beach. In addition to JWA, air travel is provided at Los
Angeles International, Long Beach, Ontario and various other regional airports.

Existing Traffic Volumes and Level of Service


Intersection Analysis
Intersection Level of Service Methodology
The analysis of peak hour intersection conditions was conducted using methodologies consistent with
City of Santa Ana General Guidelines and Caltrans Guidelines for Traffic Impact Studies. The following
peak periods were selected for analysis:
Weekday AM (peak hour between 7:00 A.M. and 9:00 A.M.)
Weekday PM (peak hour between 4:00 P.M. and 6:00 P.M.)
Traffic conditions on roadway facilities are normally analyzed using the principles or the specific analysis
methods contained in the Highway Capacity Manual, 2000 Edition (HCM), a publication of the
Transportation Research Board, a branch of the Federal government. Chapter 9 of the HCM is devoted
to analysis of signalized intersections and Chapter 10 is devoted to the analysis of unsignalized
intersections. The methodologies in the HCM for signalized and unsignalized intersections are based
upon measurements or forecasts of delay for traffic utilizing all approaches to the intersection.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-11

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Traffic conditions at signalized intersections in Southern California are also often evaluated during peak
hours at intersections using a methodology known as the Intersection Capacity Utilization (ICU)
technique. This is the preferred analysis method for analyzing signalized intersections in Orange County
and in the City of Santa Ana. This analysis method is widely accepted and essentially measures the
amount of traffic signal green time required for the intersection. It is a significant variation from the
HCM method; however, it produces results that are generally similar. The City of Santa Ana generally
uses this method, so all signalized intersections, with the exception of those intersections related to
Caltrans facilities (detailed below), were analyzed based on this method. Unsignalized intersections were
analyzed using the HCM 2000 method for unsignalized intersections. Table 4.11-1 (Level of Service
Definitions for Signalized Intersections) shows the relationship between level of service (LOS) and
Volume/Capacity (V/C) criteria for signalized intersections, and delay for unsignalized intersections.
Table 4.11-1
Level
of
Service
(LOS)

SOURCE:

4.11-12

Signalized
Intersection
Volume/Capacity
(V/C) Ratio

Level of Service Definitions for Signalized Intersections


Signalized
Intersection Total
Delay (seconds)
(HCM)

0.0000.600

0.6010.700

0.7010.800

0.8010.900

0.9011.000

> 1.000

010

1020

2035

3555

5580

80 or more

Unsignalized
Intersection Control
Delay (seconds)
(HCM)

Definition

010

At LOS A, there are no cycles that are fully loaded, and few
are even close to loaded. No approach phase is fully utilized
by traffic and no vehicle waits longer than one red indication.
Typically, the approach appears quite open, turning
movements are easily made, and nearly all drivers find
freedom of operation.

1015

LOS B represents stable operations. An occasional


approach phase is fully utilized and a substantial number are
approaching full use. Many drivers begin to feel somewhat
restricted with platoons of vehicles.

1525

At LOS C stable operations continue. Full signal cycle


loading is still intermittent, but more frequent. Occasionally
drivers may have to wait through more than one red signal
indication, and back-ups may develop behind turning
vehicles.

2535

LOS D encompasses a zone of increasing restriction,


approaching instability. Delays to approaching vehicles may
be substantial during short peaks within the peak period, but
enough cycles with lower demand occur to permit periodic
clearance of developing queues, thus preventing excessive
back-ups.

3550

LOS E represents the most vehicles that any particular


intersection approach can accommodate. At capacity
(V/C=1.00) there may be long queues of vehicles waiting
upstream of the intersection and delays may be great (up to
several signal cycles.

50 or more

LOS F represents jammed conditions. Backups from


locations downstream or on cross streets may restrict or
prevent movement of vehicles out of the intersection
approaches; volumes carried are unpredictable. V/C values
are highly variable because full utilization of the approach
may be prevented by outside conditions.

KOA Corporation 2010

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

A number of assumptions were required regarding specific input values to the ICU methodology for the
City of Santa Ana. The specific assumptions include the use of a saturation flow value of 1,700 vehicles
per hour per lane (vphpl) for through lanes, 1,600 vphpl for turn lanes. A lost time factor of 5 percent
was applied to the ICU calculations. Finally, no credit for de facto right-turn lanes is allowed in the
City of Santa Ana.
As mentioned above, in addition to the above discussed ICU analysis method, the 2000 Highway
Capacity Manual (HCM) analysis procedures have been used to analyze the intersections which are
related to Caltrans facilities (ramp intersections), based on Caltrans requirements. These intersections
include:

Penn Way (Santiago Street) at I-5 SB Ramps


I-5 SB Ramps at Santa Ana Boulevard
I-5 NB Ramps at Seventeenth Street
Grand Avenue at I-5 NB Ramps

Existing Intersection Conditions


Figure 4.11-3A through Figure 4.11-3E (Existing AM Peak Hour Volumes) and Figure 4.11-4A though
Figure 4.11-4E (Existing PM Peak Hour Volumes) show the existing AM and PM peak hour intersection
turning movement volumes respectively for all existing intersections. Based on the existing traffic
volumes, level of service analyses were conducted for the fifty study intersections. The results of these
analyses are summarized in Table 4.11-2 (Existing Peak Hour Intersection Conditions [ICU Method])
using ICU methodology for signalized intersections and in Table 4.11-3 (Existing Peak Hour Intersection
Conditions [HCM Method]) using the HCM methodology for unsignalized intersections and Caltrans
signalized intersections. The analysis worksheets for all intersections are included in Appendix G. As
shown, all of the fifty intersections operate at LOS D or better under existing conditions.
Existing daily and peak hour traffic data was obtained from the City, other technical sources and recent
counts conducted by KOA Corporation. Traffic data collected by KOA Corporation in Orange County
in 2009 indicated that 2009 traffic levels were lower than 2007 traffic levels. For this reason 2007 counts
were used for this study where available, as they are more conservative from an impact/mitigation point
of view. All traffic count data used in this study is compiled in Appendix G.
Traffic flow conservation was evaluated and applied to ensure the continuity of traffic flow. Minor
adjustments were applied to a few intersection volumes. Per evaluation of the historical traffic count
data, a 0.5 percent annual growth rate was applied to counts older than 2007 in order to generate the
2009 existing conditions volumes. This rate was approved by the city staff during the course of the study.
A preliminary signal warrant study was conducted for unsignalized intersections. The following two
intersections currently have four-way stop control but warrant a traffic signal under existing conditions.
The signal warrant worksheets are included in Appendix G.
Santiago Street at Washington Avenue
Santiago Street at Civic Center Drive

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-13

Source: KOA Corporation, 2007.

01101 | JCS | 10

FIGURE 4.11-3A

Existing AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2010.

01101 | JCS | 10

FIGURE 4.11-3B

Existing AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2010.

01101 | JCS | 10

FIGURE 4.11-3C

Existing AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2010.

01101 | JCS | 10

FIGURE 4.11-3D

Existing AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2010.

01101 | JCS | 10

FIGURE 4.11-3E

Existing AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2010.

01101 | JCS | 10

FIGURE 4.11-4A

Existing PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2010.

01101 | JCS | 10

FIGURE 4.11-4B

Existing PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2010.

01101 | JCS | 10

FIGURE 4.11-4C

Existing PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2010.

01101 | JCS | 10

FIGURE 4.11-4D

Existing PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2010.

01101 | JCS | 10

FIGURE 4.11-4E

Existing PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.11-2

Existing Peak Hour Intersection Conditions (ICU Method)


AM Peak Hour

Intersection

PM Peak Hour

ICU

Level of Service

ICU

Level of Service

Flower St. at Civic Center Dr.

0.617

0.662

Flower St. at Santa Ana Blvd.

0.524

0.538

Parton St. at Santa Ana Blvd.

0.256

0.342

Ross St. at Civic Center Dr.

0.476

0.436

Ross St. at Santa Ana Blvd.

0.435

0.334

Broadway at Civic Center Dr.

0.535

0.559

Broadway at Santa Ana Blvd.

0.417

0.466

Broadway at Fifth St.

0.314

0.416

Broadway at Fourth St.

0.274

0.372

Broadway at Third St.

0.299

0.558

Broadway at First St.

0.568

0.648

Sycamore St. at Civic Center Dr.

0.383

0.434

Main St. at Civic Center Dr.

0.680

0.663

Main St. at Santa Ana Blvd.

0.586

0.611

Main St. at Fifth St.

0.438

0.564

Main St. at Fourth St.

0.441

0.561

Main St. at Third St.

0.423

0.535

Main St. at First St.

0.693

0.765

Bush St. at Santa Ana Blvd.

0.263

0.365

Bush St. at Fifth St.

0.216

0.395

Bush St. at Fourth St.

0.228

0.394

French St. at Fourth St.

0.248

0.393

Lacy St. at Fourth St.

0.353

0.486

Santiago St. at Santa Ana Blvd.

0.481

0.579

Standard St. at First St.

0.723

0.719

Grand Ave. at Santa Ana Blvd.

0.729

0.888

Grand Ave. at Fourth St.

0.601

0.717

Grand Ave. at First St.

0.764

0.808

Signalized Intersections (Using ICU Method)

SOURCE:

4.11-24

KOA Corporation 2010

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Table 4.11-3

Existing Peak Hour Intersection Conditions (HCM Method)


AM Peak Hour

Intersection

PM Peak Hour

Average/Worst Case Delay

Level of Service

Average/Worst Case Delay

Level of Service

Ross St. at Fourth St.

10.7

11.8

Sycamore St. at Santa Ana Blvd.

18.3

17.0

Sycamore St. at Fifth St.

14.3

12.8

Sycamore St. at Fourth St.

7.5

8.3

Bush St. at Fourth St.

8.6

12.5

Spurgeon St. at First St.

10.0

12.8

French St. at Santa Ana Blvd.

17.1

15.6

Lacy St. at Civic Center Dr.

15.8

16.8

Lacy St. at Santa Ana Blvd.

25.3

33.4

Lacy St. at Sixth St.

7.1

7.7

Lacy St. at First St.

16.6

23.2

Santiago St. at Washington Ave.

12.7

18.1

Santiago St. at Civic Center Dr.

14.5

17.4

Mortimer St. at Fifth St

8.7

15.5

Mortimer St. at Santa Ana Blvd.

17.5

15.0

Unsignalized Intersections

Signalized Intersections (Caltrans, Using HCM)


Penn Way at I-5 SB

18.7

21.6

Santa Ana Blvd. at I-5 SB

26.6

27.3

Seventeenth St. at I-5 NB

31.1

31.9

Grand Ave at I-5 NB

20.0

59.9

SOURCE:

KOA Corporation 2007

Roadway Segment Analysis


Roadway Segment Level of Service Methodology
Road segment analysis is determined based on the methodology presented in the Orange County MPAH
and the City of Santa Ana Circulation Element. V/C ratios are not used in segment analysis. Table 4.11-4
(Levels of Service for Arterial Street Segments Based upon Daily Traffic Volumes) indicates the LOS
ranges based on the capacity assumptions.
The daily capacity of a roadway correlates to a number of widely varying factors, including traffic peaking
characteristics, traffic turning volumes, and the volume of traffic on crossing streets. The daily capacities
are therefore most appropriately used as a screening tool to determine the need for more detailed peak
hour analysis and to assist in determining the appropriate mitigation measures (i.e., whether additional
through lanes may be a necessary or desirable mitigation).

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-25

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.11-4
Roadway Classification

Levels of Service for Arterial Street Segments Based upon Daily Traffic
Volumes
Lanes/Configuration

LOS A

LOS B

LOS C

LOS D

LOS E

LOS F

Principal Arterial

8 Lanes Divided

45,000

52,500

60,000

67,500

75,000

> 75,000

Major Arterial

6 Lanes Divided

33,900

39,400

45,000

50,600

56,300

> 56,300

Primary Arterial

4 Lanes Divided

22,500

26,300

30,000

33,800

37,500

> 37,500

SOURCE:

KOA Corporation 2007

Existing Roadway Segment Conditions


The existing roadway segment average daily traffic (ADT) analysis is presented in Table 4.11-5 (Existing
Roadway Segment Daily Traffic Condition). As indicated, a majority of the arterial roadways are
operating at acceptable levels. The daily V/C ratio screening analysis indicates that the following
locations are potentially experiencing capacity deficiencies under existing conditions:
Main Street from south of First Street to Santa Ana Boulevard (depicted as four discreet segments
in the above table)
Santa Ana Boulevard west of the I-5 SB Ramps
Grand Avenue from south of First Street to Seventeenth Street (depicted as four discreet segments
in the above table)
The daily volume-to-capacity ratios provide a screening level analysis of daily traffic flows and potential
operational problems within the study area. The peak hour analysis for intersections, presented
previously, provides a more definitive analysis of the operation of the arterial roadways in the project
area.
Table 4.11-5
Road

Existing Roadway Segment Daily Traffic Condition

Segment

Existing ADT

#of Exist Lanes*

LOS E Capacity

LOS

Civic Center Dr.

West of Flower St.

17,912

4D

37,500

Flower St.

Santa Ana Blvd. to Civic Center Dr.

17,950

4D

37,500

Flower St.

Seventeenth St. to Civic Center

17,470

4D

37,500

Flower St.

Santa Ana Blvd. to First St.

18,152

4D

37,500

Santa Ana Blvd.

West of Flower St.

10,068

4D

37,500

Santa Ana Blvd.

Flower St. to Parton St.

12,363

4D

37,500

Santa Ana Blvd.

Parton St. to Ross St.

12,363

4D

37,500

Civic Center Dr.

Ross St. to Flower St.

16,943

4D

37,500

Civic Center Dr.

Ross St. to Broadway

15,024

4D

37,500

Santa Ana Blvd.

Ross St. to Broadway

12,000

3D

28,150

Broadway

Civic Center Dr. to Santa Ana Blvd.

18,453

4D

37,500

Broadway

Civic Center Dr. to Washington Ave.

23,755

4D

37,500

4.11-26

LOS E OK**

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Table 4.11-5
Road

Existing Roadway Segment Daily Traffic Condition

Segment

Existing ADT

#of Exist Lanes*

LOS E Capacity

LOS

LOS E OK**

Civic Center Dr.

Broadway to Sycamore St.

14,602

4D

37,500

Santa Ana Blvd.

Broadway to Sycamore St.

10,055

3D

28,150

Fifth St.

Broadway to Ross St.

8,166

3D

28,150

Broadway

Fifth St. to Fourth St.

15,755

4D

37,500

Broadway

Fifth St. to Santa Ana Blvd.

15,994

4D

37,500

Broadway

Fourth St. to Fifth St.

15,755

4D

37,500

First St.

Broadway to Ross St.

38,541

6D

56,300

First St.

Broadway to Main St.

37,162

6D

56,300

Broadway

South of First St.

11,180

4U

25,000

Broadway

First St. to Third St.

15,755

4U

25,000

Civic Center Dr.

Sycamore St. to Main St.

14,602

4D

37,500

Fifth St.

Sycamore St. to Broadway

8,166

3D

28,150

Fifth St.

Sycamore St. to Main St.

8,166

3D

28,150

Civic Center Dr.

Main St. to Bush St.

11,483

4D

37,500

Main St.

Civic Center Dr. to Santa Ana Blvd.

31,571

4D

37,500

E ok

Main St.

Civic Center Dr. to Washington Ave.

32,104

4D

37,500

E ok

Santa Ana Blvd.

Main St. to Sycamore

10,055

3D

28,150

Santa Ana Blvd.

Main St. to Bush St.

10,094

3D

28,150

Fifth St

Main St. to Bush St.

5,881

3D

28,150

Main St.

Fifth St. to Fourth St.

31,571

4U

25,000

Main St.

Fifth St. to Santa Ana Blvd.

31,571

4D

37,500

Main St.

Third St. to Fourth St.

27,791

4U

25,000

First St.

Main St. to Spurgeon St.

37,667

6D

56,300

Main St.

First St. to Third St.

27,791

4U

25,000

Santa Ana Blvd.

Bush St. to Spurgeon St.

10,094

3D

28,150

Fifth St

Bush St. to French St.

5,881

2U

12,500

Santa Ana Blvd.

Lacy St. to Standard Ave

14,350

4D

37,500

Civic Center Dr.

French St to Lacy St.

11,483

4D

37,500

Santa Ana Blvd.

Lacy St. to French St.

14,350

2D

18,750

Fourth St.

Lacy St. to French St.

11,974

2D

18,750

First St.

Lacy St. to Spurgeon St.

37,667

6D

56,300

First St.

Lacy St. to Standard Ave.

37,667

6D

56,300

Santiago St.

Washington Ave. to Seventeenth St.

9,527

2U

12,500

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-27

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.11-5
Road

Existing Roadway Segment Daily Traffic Condition

Segment

Existing ADT

#of Exist Lanes*

LOS E Capacity

LOS

LOS E OK**

Civic Center Dr.

Santiago St to Lacy St

11,910

2U

12,500

E ok

Civic Center Dr.

Lincoln Ave to Santiago St

11,483

2U

12,500

E ok

Santiago St.

Washington Ave to Civic Center Dr.

9,931

2U

12,500

Santa Ana Blvd.

Santiago St. to Lacy St.

14,350

4D

37,500

Santa Ana Blvd.

Santiago St. to U2-4

19,413

6D

56,300

Santiago St.

Santa Ana Blvd. to Brown St.

6,751

2U

12,500

Santiago St.

Santa Ana Blvd. to Civic Center Dr.

9,044

2U

12,500

Fourth St.

Santiago St. to Lacy St.

17,626

4U

25,000

Grand Ave.

Fourth St. to Santa Ana Blvd.

36,377

4D

37,500

Grand Ave.

Santa Ana Bl. to Seventeenth St.

31,111

4D

37,500

Santa Ana Blvd.

East of Grand Ave.

7,660

4D

37,500

Fourth St.

Grand Ave to Santiago St.

17,626

4D

37,500

Fourth St.

East of Grand Ave.

19,984

4D

37,500

First St.

Standard Ave to Grand Ave.

39,273

6D

56,300

First St.

East of Grand Ave.

36,393

6D

56,300

Grand Ave.

South of First St.

39,273

4D

37,500

Grand Ave.

Fourth St to First St.

31,391

4D

37,500

Penn Way

South of I-5 SB Ramps

8,000

2U

12,500

Penn Way

North of I-5 SB Ramps

14,000

4D

37,500

Santa Ana Blvd.

West of I-5 SB Ramps

36,200

4D

37,500

Santa Ana Blvd.

East of I-5 SB Ramps

23,000

4D

37,500

Seventeenth St.

West of I-5 NB Ramps

44,504

6D

56,300

Seventeenth St.

East of I-5 NB Ramps

35,341

6D

56,300

Grand Ave.

South of I-5 NB Ramps

45,235

4D

37,500

Grand Ave.

North of I-5 NB Ramps

42,211

4D

37,500

SOURCE:
*

KOA Corporation. Santa Ana Renaissance Specific Plan Traffic Study. December 2010.

D corresponds to a divided roadway. U corresponds to an undivided roadway.

** LOS E is considered acceptable within major development areas.

Freeway Ramp Analysis


Freeway Ramp Level of Service Methodology
Peak hour freeway ramp traffic operations analysis is conducted by calculating a peak hour volume to
capacity (V/C) ratio. Table 4.11-6 (Levels of Service for Freeway Ramps) summarizes the peak hour
ramp capacity assumptions. The freeway ramp performance criteria have been derived from the Caltrans

4.11-28

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Highway Design Manual (July 1995) and the Caltrans Ramp Meter Design Manual (January 2000). These
criteria have been used previously in studies by other local jurisdictions. The Caltrans Publication Guide
for the Preparation of Traffic Impact Studies (State of California Department of Transportation, January
2001) cites both of these resources as appropriate analysis methodology sources for ramp and ramp
junction analysis.
Table 4.11-6

Levels of Service for Freeway Ramps

Roadway Type

Peak Hour Capacity at LOS E (vehicles/hour)

One-lane Metered On-Ramp, 1 Mixed Flow Lane at Meter

One-lane Metered On-Ramp, 1 Mixed Flow + 1 HOV Lane at Meter

1,080

One-lane Metered On-Ramp, 2 Mixed Flow Lanes at Meter

1,500

Two-lane Metered On-Ramp, 2 Mixed Flow Lanes at Meter

1,800

One-lane Unmetered Ramp

1,500

Two-lane Unmetered On-Ramp, tapers to one merge lane at or beyond gore point

2,250

Two-lane Unmetered Off-Ramp, with only one auxiliary lane

2,250

Two-lane Unmetered On-Ramp, does not taper to one merge lane

3,000

Two-lane Unmetered Off-Ramp, with two auxiliary lanes

3,000

SOURCE:

900

KOA Corporation 2010

Existing Freeway Ramp Conditions


Existing peak hour ramp analysis results are presented on Table 4.11-7 (Existing Freeway Ramp
Analysis). All ramps operate at LOS D or better during the AM and PM peak hour time periods:
Table 4.11-7

I-5 at Santa Ana Blvd.

SOURCE:

AM Peak Hour

PM Peak Hour

Ramp Type Code*

Lanes

Peak Hour
Capacity

VOL

V/C

LOS

VOL

V/C

LOS

SB On

1,800

658

0.37

681

0.38

NB Loop On

1,800

217

0.12

294

0.16

SB Off

1,500

330

0.22

360

0.24

NB Off

1,500

714

0.48

823

0.55

SB Direct On (HOV)

2,250

215

0.10

167

0.07

SB Loop On

1,800

341

0.19

576

0.32

NB Loop On

1,800

394

0.22

611

0.34

SB Off

1,500

470

0.31

399

0.27

NB Off

1,500

876

0.58

1,269

0.85

Inter-change

I-5 at Seventeenth St.

Existing Freeway Ramp Analysis

Ramp

KOA Corporation 2010

* Ramp Type Code:


4Two-lane Metered On-Ramp, 2 Mixed Flow Lanes at Meter
5One-lane Unmetered Ramp
6Two-lane Unmetered On-Ramp, tapers to one merge lane at or beyond gore point

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-29

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

4.11.2

Regulatory Framework

Federal
There are no federal regulations related to transportation/traffic that apply to the proposed Transit
Zoning Code (SD 84A and SD 84B) project area.

State
Statewide Transportation Improvement Program (STIP)
Caltrans administers transportation programming for the state. Transportation programming is the public
decision-making process that sets priorities and funds projects envisioned in long-range transportation
plans. It commits expected revenues over a multi-year period to transportation projects. The STIP is a
multi-year capital improvement program of transportation projects on and off the State Highway System,
funded with revenues from the State Highway Account and other funding sources.

Regional
Orange County Congestion Management Plan
The Congestion Management Plan (CMP) requires that a traffic impact analysis be conducted for any
project generating 2,400 or more daily trips, or 1,600 or more daily trips for projects that directly access
the CMP Highway System (CMPHS). Per the CMP guidelines, this number is based on the desire to
analyze any impacts that will be 3 percent or more of the existing CMP highway system facilities
capacity. The CMPHS includes specific roadways, which include State Highways and Super Streets,
which are now known as Smart Streets, and CMP arterial monitoring locations/intersections. There are
six CMP intersections that were evaluated within the traffic study area for the proposed project, which
includes:

Broadway at First Street


Main Street at First Street
Standard Street at First Street
Grand Avenue at First Street
Spurgeon Street at First Street
Lacy Street at First Street

Therefore, the CMP traffic impact analysis requirements relate to the potential impacts only on the
specified CMPHS intersection.

Orange County Growth Management Plan


In August 1988, Orange County adopted a Growth Management Plan, which presents a conceptual
framework for coordinating traffic facilities and public facilities and services with new development. The
Growth Management Plan also spawned several plans and programs, including the Development

4.11-30

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Monitoring Program, which evaluates the extent of new development and compliance with phasing
requirements, and the Facilities Implementation Plans, which evaluate public facility needs and propose
financing mechanisms.
The most comprehensive legislation affecting growth management is Measure M, approved by the
County voters in November, 1990, and re-approved in 2006. The measure requires each jurisdiction in
the County to adopt a Growth Management Element with specific contents and guidelines.

Local
City of Santa Ana General PlanCirculation Element
The General Plan Circulation Element for City of Santa Ana was reviewed for goals and policies that
would be applicable to the proposed project. Goals and policies presented in the Circulation Element of
the General Plan related to traffic that are potentially relevant to the proposed project are identified
below:
Goal 1.0

Goal 3.0

Goal 4.0

Provide and maintain a comprehensive circulation system that facilitates the


efficient movement of people and goods throughout the City, and enhances its
economic viability
Policy 1.1

Coordinate transportation improvements in a manner which


minimizes disruptions to the community

Policy 1.4

Maintain at least a level of service D on arterial street


intersections, except in major development areas

Policy 1.6

Improve intersection capacity on


accommodate increased traffic demands

major

arterials

to

Provide a full spectrum of travel alternatives for the communitys residents,


employees, and visitors
Policy 3.4

Encourage the development of multi-modal transit opportunities


within major development areas

Policy 3.5

Enhance sidewalks and pedestrian systems to promote their use


as a means of travel

Policy 3.7

Support system enhancements and bikeway support facilities


that encourage bicycle usage

Policy 3.8

Develop bicycle paths that maximize access to major activity


centers, neighboring jurisdictions, and regional bicycle paths

Fully coordinate transportation and land use planning activities


Policy 4.1

Program and prioritize transportation improvements to stimulate


growth in major development areas

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-31

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Goal 5.0

Goal 6.0

Policy 4.2

Assess land use and transportation project impacts through the


development review process

Policy 4.3

Assess all development projects in order to identify their traffic


impacts and require that they pay their fair-share of the system
improvements necessary to accommodate traffic generated by
the project

Create attractive circulation corridors to enhance the Citys image


Policy 5.1

Preserve rights-of-way along circulation corridors to provide


landscaped parkways and setback areas

Policy 5.2

Enhance street design standards to promote attractive circulation


corridors

Policy 5.3

Provide landscaped medians on major arterials

Protect local streets from through traffic to preserve neighborhood character


Policy 6.1

Goal 7.0

Goal 8.0

Implement street design features that discourage through traffic


on residential streets

Utilize alternative parking strategies as a means of managing transportation demand


Policy 7.1

Encourage large employers to utilize parking control measures to


reduce vehicle trips, and enhance the use of alternative travel
modes

Policy 7.2

Encourage the joint use of parking facilities

Strengthen the coordination of transportation and land use planning activities with
adjacent jurisdictions and regional agencies
Policy 8.1

Participate in inter-jurisdictional planning forums and other


inter-agency opportunities to coordinate transportation and land
use projects

Consistency Analysis
Generally, the proposed project is consistent with applicable policies of the Circulation Element. As
described under Impact 4.11-8, the proposed project with mitigation measures implemented would
maintain an acceptable LOS throughout the project area. The proposed project is intended to provide a
live-work community that would reduce daily vehicle trips, thereby encouraging alternative transportation
via rail, bus, pedestrian and bicycle traffic. The transportation impacts of the proposed project have been
assessed and the proposed project encourages coordination with agencies outside the Citys jurisdiction.
The proposed project would also be consistent with corridor enhancement policies because the project
also includes street and network standards, which would provide uniform guidance for the development
and enhancement of right-of-ways, sidewalks, planters, landscaping, and street lighting. Consequently,
implementation of the proposed project would not conflict with the above-listed policies.

4.11-32

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Municipal Code
Guidelines and provisions related to transportation and parking are addressed in Chapter 36 (Traffic) and
Chapter 41 (Zoning Code) of the Citys Municipal Code. Any development project that would generate
two hundred fifty (250) or more employees may adversely impact existing transportation and parking
facilities, resulting in deteriorating levels of traffic service, increased motor vehicle emissions, and
possibly significant additional capital expenditures to augment and improve the existing transportation
system. All such projects are required to prepare and submit a transportation demand management
(TDM) strategy plan to the city. In order to more efficiently utilize the existing and planned
transportation system and to reduce vehicle emissions, it is the policy of the City to do the following:
Reduce the number of peak period vehicle trips generated in association with additional
development
Promote and encourage the use of alternative transportation modes such as ridesharing, carpools,
vanpools, public bus and rail transit, bicycles and walking, as well as those facilities that support
such modes
Promote and encourage the implementation of flexible working hours and parking management
strategies
Achieve related reductions in vehicle trips, traffic congestion and public expenditure and achieve
air quality improvements through utilization of existing local mechanisms and procedures for
project review and permit processing
Promote coordinated interjurisdictional implementation of strategies to reduce transportation
demand and increase transportation system capacity
Achieve the most efficient use of local resources through coordinated regional and local TDM and
traffic system monitoring programs
Complement, not duplicate, the South Coast Air Quality Management Districts Regulation XV
and Appendix IV-E, Control Measures of the 1991 Air Quality Management Plan
Assure perpetual compliance with approved TDM programs regardless of changes in property
ownership through recorded covenants, conditions and restrictions (CC&Rs)

4.11.3

Project Impacts and Mitigation

Analytic Method
The Circulation and Land Use Elements of the City of Santa Ana General Plan set LOS D as the
threshold for an acceptable service level for intersections located outside of major development areas
(MDA). The City of Santa Ana considers LOS E as the maximum acceptable service level for
intersections located within an MDA. These criteria are consistent with Measure M target levels, and are
either more stringent than, or meet Congestion Management Plan (CMP) criteria which designates
LOS E as the minimum acceptable level of service.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-33

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

For the purposes of traffic study preparation, a project is considered to have a significant traffic impact at
an intersection if traffic level of service deteriorates to an unacceptable level of service (i.e., LOS E or F)
at intersections outside of an MDA, LOS F within an MDA with the addition of project traffic. For
study intersections located outside of an MDA, if the intersection is expected to operate at an
unacceptable level of service (LOS E or F) under base conditions (conditions without the project),
measures to achieve acceptable levels of service at the intersections should be recommended. For study
intersections located within an MDA, if the intersection is expected to operate at unacceptable Levels of
Service (intersection LOS F at Santa Ana intersections within an MDA) under base conditions
(conditions without the project), improvement and recommendations are requested to achieve acceptable
levels of service.
For those signalized intersections which may not contribute to 0.01 or greater ICU or V/C increases, the
City requires a fair share contribution toward the expected cost of improvements at the subject
intersection. The fair share is based upon the projects relative contribution toward the total future added
traffic, which consists of traffic from the project, other cumulative project traffic, and growth of ambient
background traffic.
Improvements are required for locations that operate at acceptable level of service without the project,
but which operate at an unacceptable level of service with the project. For locations that are forecast to
operate worse than the acceptable level even without the project, the traffic analysis must include
improvements to achieve acceptable levels of service per the City of Santa Anas criteria.

Anticipated Project Buildout (2030) Without Project Condition


This section documents the future (2030) traffic conditions without the addition of project-related traffic
to the surrounding street system. To forecast the near-term growth conditions for the year 2030, the peak
hour background traffic volumes were increased by a factor of 0.5 percent per year (approximately
11 percent from 2010 to 2030). Also considered are future traffic increases that may be generated by
other developments that have been approved in the study area.

Cumulative Projects
For the purposes of this traffic analysis, KOA Corporation has collected the active project lists from the
City of Santa Ana, the City of Tustin, and the City of Orange in order to identify the relevant projects
near the Transit Zoning Code (SD 84A and SD 84B) area. Per discussion with the project team, all
cumulative projects within a 1.5 miles radius from the project boundary are considered as relevant to this
project. Twenty-one projects are included as cumulative projects. These are listed in Appendix G. The
recently added Minter Court project (11 units of live/work) is not included in the cumulative project trip
generation calculation as it provides minimum trip growth (about 6 peak hour trips and should be
covered by the 0.5% annual ambience growth incorporated in the future volume forecasts). The added
cumulative Future Specific Plan project (30 units development) was included in both 2030 and 2035
conditions analysis.

4.11-34

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

The trip generation and trip distribution for all cumulative projects are included in Appendix G. The
assumptions for the trip generation and trip distribution are primarily based on the traffic study reports
provided by the City of Santa Ana. Appendix G also includes the cumulative project only volumes for
both AM and PM peak hours which are generated based on the trip generation and trip distribution for
the cumulative projects.

Anticipated Project Buildout (2030) Without Project Intersection Conditions


As indicated in the previous section, the Anticipated Project Buildout (2030) Without Project intersection
volumes are composed of the existing volumes with 0.5 percent growth per year plus the cumulative
project only volumes. Figure 4.11-5A through Figure 4.11-5E (2030 Without Project AM Peak Hour
Volumes) illustrate the AM peak hour volumes for the fifty intersections while Figure 4.11-6A through
Figure 4.11-6E (2030 Without Project PM Peak Hour Volumes) illustrate the PM peak hour volumes for
2030 Without Project conditions. Table 4.11-8 (2030 Without Project Peak Hour Intersection Conditions
[ICU Method]) and Table 4.11-9 (2030 Without Project Peak Hour Intersection Conditions [HCM
Method]) illustrate the future without project intersection level of service conditions. Appendix G
includes the analysis worksheets for all intersections under 2030 Without Project conditions. As shown in
the table, all intersections are expected to operate at LOS D or better under the future without project
condition for the year 2030 except the following three intersections:
Grand Avenue at Santa Ana Boulevard (Signalized)
Lacy Street at Santa Ana Boulevard (Two-way stop control)
Lacy Street at First Street (Two-way stop control)
Lacy Street at First Street warrants a traffic signal under the 2030 Without Project conditions. All Signal
Warrant analysis worksheets are included in Appendix G of this document.

Anticipated Project Buildout (2030) Without Project Roadway Segment Conditions


The roadway segment ADT analysis for 2030 Without Project conditions is included in Table 4.11-10
(2030 Without Project Roadway Segment Daily Traffic Condition). As indicated, a majority of the arterial
roadways are operating at acceptable levels. The daily V/C ratio screening analysis indicates that the
following locations are potentially experiencing capacity deficiencies under 2030 Without Project
conditions:
Main Street between First Street and Fifth Street (indicated a three discreet segments on
Table 4.11-10)
Santa Ana Boulevard West of I-5 SB Ramps
Civic Center Drive between Lacy Street and Lincoln Avenue (indicated as two discreet segments
on Table 4.11-10)
It should be noted that the daily volume-to-capacity ratios provide a screening level analysis of daily
traffic flows and potential operational problems within the study area. The peak hour analysis for
intersections, presented in the previous tables (Table 4.11-8 and Table 4.11-9), provides a more definitive
analysis of the operation of the arterial roadways in the project area.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-35

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-5A

2030 Without Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101- | JCS | 10

FIGURE 4.11-5B

2030 Without Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-5C

2030 Without Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-5D

2030 Without Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-5E

2030 Without Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-6A

2030 Without Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-6B

2030 Without Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-6C

2030 Without Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-6D

2030 Without Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-6E

2030 Without Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.11-8

2030 Without Project Peak Hour Intersection Conditions (ICU


Method)
AM Peak Hour

Intersection

PM Peak Hour

ICU

Level of Service

ICU

Level of Service

Flower St. at Civic Center Dr.

0.683

0.734

Flower St. at Santa Ana Blvd.

0.572

0.587

Parton St. at Santa Ana Blvd.

0.391

0.534

Ross St. at Civic Center Dr.

0.517

0.474

Ross St. at Santa Ana Blvd.

0.475

0.395

Broadway at Civic Center Dr.

0.614

0.643

Broadway at Santa Ana Blvd.

0.468

0.522

Broadway at Fifth St.

0.349

0.462

Broadway at Fourth St.

0.298

0.409

Broadway at Third St.

0.336

0.613

Broadway at First St.

0.651

0.729

Sycamore St. at Civic Center Dr.

0.420

0.495

Main St. at Civic Center Dr.

0.751

0.750

Main St. at Santa Ana Blvd.

0.654

0.693

Main St. at Fifth St.

0.499

0.633

Main St. at Fourth St.

0.508

0.654

Main St. at Third St.

0.464

0.603

Main St. at First St.

0.773

0.872

Bush St. at Santa Ana Blvd.

0.295

0.403

Bush St. at Fifth St.

0.242

0.442

Bush St. at Fourth St.

0.270

0.464

French St. at Fourth St.

0.291

0.462

Lacy St. at Fourth St.

0.407

0.567

Santiago St. at Santa Ana Blvd.

0.541

0.677

Standard St. at First St.

0.808

0.833

Grand Ave. at Santa Ana Blvd.

0.807

0.902

Grand Ave. at Fourth St.

0.646

0.728

Grand Ave. at First St.

0.700

0.777

Signalized Intersections (Using ICU Method)

SOURCE:

4.11-46

KOA Corporation 2010

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Table 4.11-9

2030 Without Project Peak Hour Intersection Conditions (HCM Method)


AM Peak Hour

Intersection

PM Peak Hour

Average/Worst Case Delay

LOS

Average/Worst Case Delay

LOS

Ross St. at Fourth St.

10.8

12.3

Sycamore St. at Santa Ana Blvd.

21.8

20.8

Sycamore St. at Fifth St.

15.7

13.7

Sycamore St. at Fourth St.

7.9

9.1

Spurgeon St. at First St.

10.5

14.6

French St. at Santa Ana Blvd.

19.7

17.7

Lacy St. at Civic Center Dr.

20.3

33.2

Lacy St. at Santa Ana Blvd.

34.2

51.6

Lacy St. at Sixth St.

7.2

7.9

Lacy St. at First St.

23.3

57.2

Santiago St. at Washington Ave.

17.1

26.9

Santiago St. at Civic Center Dr.

26.2

26.3

Mortimer St. at Fifth St.

20.3

17.8

Mortimer St. at Santa Ana Blvd

9.0

21.4

Penn Way at I-5 SB

0.462

0.458

Santa Ana Blvd at I-5 SB

0.499

0.520

Seventeenth St. at I-5 NB

0.782

0.958

Grand Ave at I-5 NB

0.648

1.042

Unsignalized Intersections

Signalized Intersections (Caltrans, Using HCM)

SOURCE:

KOA Corporation 2010

Table 4.11-10
Road

2030 Without Project Roadway Segment Daily Traffic Condition


Segment

2030 Without
Project ADT

Number of
Lanes*

LOS E
Capacity

LOS

Flower St.

Santa Ana Blvd to Civic Center Dr.

20,606

4D

37,500

Flower St.

Seventeenth St to Civic Center

19,312

4D

37,500

Civic Center Dr.

West of Flower St.

20,065

4D

37,500

Civic Center Dr.

Flower St. to Ross St.

18,993

4D

37,500

Flower St.

Santa Ana Blvd. to First St.

20,739

4D

37,500

Santa Ana Blvd.

West of Flower St.

11,075

4D

37,500

Santa Ana Blvd.

Parton St. to Flower St.

13,704

4D

37,500

Santa Ana Blvd.

Parton St. to Ross St.

13,704

4D

37,500

Civic Center Dr.

Ross St. to Broadway

17,380

4D

37,500

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

LOS E
OK**

4.11-47

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.11-10

2030 Without Project Roadway Segment Daily Traffic Condition

Road

Segment

2030 Without
Project ADT

Number of
Lanes*

LOS E
Capacity

LOS

LOS E
OK**

Broadway

Civic Center Dr. to Santa Ana Blvd.

21,230

4D

37,500

Broadway

Civic Center Dr to Washington Ave.

27,580

4D

37,500

Civic Center Dr.

Broadway to Sycamore St

16,974

4D

37,500

Broadway

Santa Ana Blvd. to Fifth St.

18,029

4D

37,500

Santa Ana Blvd.

Broadway to Sycamore St.

11,716

3D

28,150

Broadway

Fifth St. to Fourth St.

17,961

4D

37,500

Fifth St

Broadway to Ross St.

9,017

3D

28,150

Fifth St

Broadway to Main St.

9,017

3D

28,150

Broadway

Third St. to Fourth St.

17,537

4U

25,000

Broadway

Third St. to First St.

17,799

4U

25,000

Broadway

South of First St.

13,732

4U

25,000

First St.

Broadway to Ross St.

44,751

6D

56,300

Civic Center Dr.

Sycamore St. to Main St.

16,142

4D

37,500

Santa Ana Blvd.

Sycamore St. to Main St.

11,342

3D

28,150

Fifth St

Sycamore St. to Main St.

9,229

3D

28,150

Main St.

Civic Center Dr. to Santa Ana Blvd.

35,475

4D

37,500

E ok

Main St.

Civic Center Dr. to Washington Ave.

36,653

4D

37,500

E ok

Civic Center Dr.

Main St. to Bush St.

12,756

4D

37,500

Main St.

Santa Ana Blvd. To Fifth St.

37,204

4D

37,500

Santa Ana Blvd.

Main St. to Bush St.

11,378

3D

28,150

Main St.

Fifth St. to Fourth St.

37,179

4U

25,000

Fifth St

Main St. to Bush St.

6,729

3D

28,150

Main St.

Third St. to Fourth St.

32,491

4U

25,000

Main St.

First St. to Third St.

32,491

4U

25,000

First St.

Main St. to Broadway

46,020

6D

56,300

Santa Ana Blvd.

Bush St. to Main St.

11,378

3D

28,150

Santa Ana Blvd.

Bush St. to Spurgeon St.

11,294

3D

28,150

Fifth St

Bush St. to French St.

6,538

3D

28,150

First St.

Spurgeon St. to Main St.

42,436

6D

56,300

Fourth St.

Santiago St to Lacy St.

19,389

4D

37,500

Civic Center Dr.

French St to Lacy St.

14,027

4D

37,500

Santa Ana Blvd.

Lacy St. to French St.

16,199

2D

18,750

Fourth St.

Lacy St. to French St.

13,171

2D

18,750

4.11-48

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Table 4.11-10

2030 Without Project Roadway Segment Daily Traffic Condition

Road

Segment

2030 Without
Project ADT

Number of
Lanes*

LOS E
Capacity

LOS

First St.

Lacy St. to Spurgeon St.

42,984

6D

56,300

First St.

Lacy St. to Standard Ave.

42,984

6D

56,300

Santiago St.

Washington Ave. to Civic Center Dr.

11,475

4D

37,500

Santiago St.

Washington Ave. to Seventeenth St

11,031

4D

37,500

Santiago St.

Santa Ana Blvd to Civic Center Dr.

11,126

4D

37,500

Civic Center Dr.

Santiago St to Lacy St

13,373

2U

12,500

Civic Center Dr.

Lincoln Ave to Santiago St

13,320

2U

12,500

Santiago St.

Santa Ana Blvd. to Brown St.

7,426

4D

37,500

Santiago St.

Santa Ana Blvd. to Civic Center Dr.

11,126

4D

37,500

Santa Ana Blvd.

Santiago St. to Lacy St

16,429

4D

37,500

Santa Ana Blvd.

Santiago St. to U-24

22,625

6D

56,300

Grand Ave.

Fourth St. to Santa Ana Blvd.

41,729

6D

56,300

Grand Ave.

Santa Ana Blvd to Seventeenth St.

36,191

6D

56,300

Santa Ana Blvd.

East of Grand Ave.

8,908

4D

37,500

Grand Ave.

First St. to Fourth St.

35,290

6D

56,300

Fourth St.

Grand Ave to Santiago St.

19,769

4D

37,500

Fourth St.

East of Grand Ave.

22,742

4D

37,500

Grand Ave.

South of First St.

45,394

6D

56,300

Grand Ave.

Fourth St to First St

35,290

6D

56,300

First St.

Standard Ave to Grand Ave

44,898

6D

56,300

First St.

East of Grand Ave.

40,076

6D

56,300

Penn Way

South of I-5 SB Ramps

9,489

2D

18,750

Penn Way

North of I-5 SB Ramps

15,452

4D

37,500

Santa Ana Blvd.

West of I-5 SB Ramps

40,061

4D

37,500

Santa Ana Blvd.

East of I-5 SB Ramps

25,782

4D

37,500

Seventeenth St.

West of I-5 NB Ramps

48,954

6D

56,300

Seventeenth St.

East of I-5 NB Ramps

38,875

6D

56,300

Grand Ave.

South of I-5 NB Ramps

50,241

6D

56,300

Grand Ave.

North of I-5 NB Ramps

46,432

6D

56,300

SOURCE:
*

LOS E
OK**

KOA Corporation 2010

D corresponds to a divided roadway. U corresponds to an undivided roadway.

** LOS E is considered acceptable within major development areas.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-49

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Anticipated Project Buildout (2030) Without Project Peak Hour Freeway Ramp
Conditions
2030 Without Project peak hour ramp analysis results are presented on Table 4.11-11 (2030 Without
Project Peak Hour Freeway Ramp Analysis). All ramps operate at LOS D or better during the AM and
PM peak hour time periods except the northbound on-ramp at the interchange of I-5 and Santa Ana
Boulevard during the PM peak hour time period.
Table 4.11-11

I-5 at Santa Ana Blvd.

SOURCE:

AM Peak Hour

PM Peak Hour

Ramp Type
Code*

Lanes

Peak Hour
Capacity

VOL

V/C

LOS

VOL

V/C

LOS

SB On

1,800

729

0.41

790

0.44

NB Loop On

1,800

255

0.14

398

0.22

SB Off

1,500

469

0.31

432

0.29

NB Off

1,500

788

0.53

910

0.61

SB Direct On (HOV)

2,250

236

0.10

184

0.08

SB Loop On

1,800

384

0.21

677

0.38

NB Loop On

1,800

442

0.25

714

0.40

SB Off

1,500

563

0.38

455

0.30

NB Off

1,500

1010

0.67

1412

0.94

Interchange

I-5 at Seventeenth St.

2030 Without Project Peak Hour Freeway Ramp Analysis


Ramp

KOA Corporation 2010

* Ramp Type Code:


4Two-lane Metered On-Ramp, 2 Mixed Flow Lanes at Meter
5One-lane Unmetered Ramp
6Two-lane Unmetered On-Ramp, tapers to one merge lane at or beyond gore point

General Plan (2035) Without Project Traffic Conditions


This section documents the General Plan Buildout (2035) traffic conditions without the addition of
project-related traffic to the surrounding street system. It includes development of the buildout traffic
conditions in the study area based on traffic growth projections provided by the OCTAM model applied
to existing traffic patterns. Appendix G includes the output link volumes for AM, PM, and ADT from
the 2000 and 2030 traffic models, the existing (2007) observed traffic volumes and the resulted 2035
adjusted link volumes for AM, PM, and ADT. In addition, Appendix G includes the refined 2035 turning
movement volumes for each intersection for both AM and PM peak hours based on the NCHRP-255
methodology. Those volumes are then compared with the 2030 Without Project conditions to ensure all
cumulative projects being considered under the General Plan conditions. The final result is a set of AM
and PM intersection volumes suitable to conduct the analysis for 2035 Without Project conditions.
This section documents the General Plan Buildout (2035) traffic conditions without the addition of
project-related traffic to the surrounding street system. It includes development of the buildout traffic
conditions in the study area based on traffic growth projections provided by the OCTAM model applied
to existing traffic patterns. Traffic analyzed as part of the 2035 traffic analysis was obtained from the
OCTA Traffic Demand model. Previous analysis was conducted by using OCTAM 3.2 travel demand
4.11-50

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

forecasting model. KOA conducted screenline analysis for OCTAs later version model OCTAM 3.3.
The screenline analysis surrounding the City indicates that OCTAM 3.3 represents about 11 percent
higher traffic volumes forecasting for both the AM and PM peak hour models. KOA therefore applied
an 11 percent growth factor to the original OCTAM 3.2 traffic volume forecast. The growth in housing,
population, and employment included in the OCP-2004 demographic projections is consistent with the
anticipated growth that is expected in conjunction with buildout of the City of Santa Ana General Plan
land uses and circulation element. The final result is a set of AM and PM intersection volumes suitable to
conduct the analysis for 2035 Without Project conditions.

General Plan (2035) Without Project Intersection Conditions


Figure 4.11-7A through Figure 4.11-7E (2035 Without Project AM Peak Hour Volumes) illustrate the
AM peak hour volumes for the fifty intersections while Figure 4.11-8A through Figure 4.11-8E (2035
Without Project PM Peak Hour Volumes) illustrate the PM peak hour volumes for General Plan 2035
Without Project conditions. Table 4.11-12 (2035 Without Project Peak Hour Intersection Conditions
[ICU Method]) and Table 4.11-13 (2035 Without Project Peak Hour Intersection Conditions [HCM
Method]) illustrate the future without project intersection level of service conditions. As shown in the
table, the following ten intersections will operate at unacceptable levels of service during AM or PM peak
hours under 2035 Without Project conditions. Appendix G includes all analysis worksheets for 2035
Without Project conditions.

Flower Street at Civic Center Drive (Signalized)


Main Street at First Street (Signalized)
Grand Avenue at Santa Ana Boulevard (Signalized)
Grand Avenue at I-5 NB Ramp (Signalized)
Seventeenth Street at I-5 NB Ramp (Signalized)
Lacy Street at Civic Center Drive (Two-way stop control)
Lacy Street at Santa Ana Boulevard (Two-way stop control)
Lacy Street at First Street (Two-way stop control)
Santiago Street at Washington Avenue (All-way stop control)
Santiago Street at Civic Center Drive (All-way stop control)

In addition to the two intersections that would warrant signals, as previously indicated (Santiago Street at
Washington Street and Santiago Street at Civic Center Drive), two additional intersections warrant signals
under 2035 Without Project conditions: Lacy Street at First Street and Lacy Street. No other intersections
would warrant a signal under 2035 Without Project conditions. All Signal Warrant analysis worksheets
are included in Appendix G.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-51

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-7A

2035 Without Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-7B

2035 Without Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-7C

2035 Without Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-7D

2035 Without Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-7E

2035 Without Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-8A

2035 Without Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-8B

2035 Without Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-8C

2035 Without Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-8D

2035 Without Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-8E

2035 Without Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.11-12

2035 Without Project Peak Hour Intersection Conditions (ICU Method)


AM Peak Hour
Intersection

PM Peak Hour

ICU

LOS

ICU

LOS

Flower St. at Civic Center Dr.

0.789

1.138

Flower St. at Santa Ana Blvd.

0.685

0.694

Parton St. at Santa Ana Blvd.

0.316

0.428

Ross St. at Civic Center Dr.

0.634

0.564

Ross St. at Santa Ana Blvd.

0.581

0.668

Broadway at Civic Center Dr.

0.721

0.743

Broadway at Santa Ana Blvd.

0.595

0.612

Broadway at Fifth St.

0.399

0.620

Broadway at Fourth St.

0.449

0.610

Broadway at Third St.

0.406

0.803

Broadway at First St.

0.779

0.844

Sycamore St. at Civic Center Dr.

0.484

0.573

Main St. at Civic Center Dr.

0.875

0.883

Main St. at Santa Ana Blvd.

0.799

0.836

Main St. at Fifth St.

0.611

0.812

Main St. at Fourth St.

0.613

0.776

Main St. at Third St.

0.533

0.694

Main St. at First St.

0.918

1.013

Bush St. at Santa Ana Blvd.

0.335

0.462

Bush St. at Fifth St.

0.297

0.560

Bush St. at Fourth St.

0.347

0.576

French St. at Fourth St.

0.342

0.543

Lacy St. at Fourth St.

0.508

0.751

Santiago St. at Santa Ana Blvd.

0.904

0.993

Standard St. at First St.

0.940

0.970

Grand Ave. at Santa Ana Blvd.

0.966

1.172

Grand Ave. at Fourth St.

0.747

0.841

Grand Ave. at First St.

0.894

0.960

Signalized Intersections (Using ICU Method)

SOURCE:

4.11-62

KOA Corporation 2010

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Table 4.11-13

2035 Without Project Peak Hour Intersection Conditions (HCM Method)


AM Peak Hour
Average/Worst Case
Delay

Ross St. at Fourth St.

PM Peak Hour

Level of Service

Average/Worst Case
Delay

Level of Service

11.7

13.6

Sycamore St. at Santa Ana Blvd.

28.7

29.8

Sycamore St. at Fifth St.

19.2

15.7

Sycamore St. at Fourth St.

8.4

9.8

Spurgeon St. at First St.

11.3

18.7

French St. at Santa Ana Blvd.

24.5

24.0

Lacy St. at Civic Center Dr.

28.6

69.9

Lacy St. at Santa Ana Blvd.

122.1

179.1

Lacy St. at Sixth St.

7.3

8.1

Lacy St. at First St.

45.3

410.8

Santiago St. at Washington Ave.

126.8

143.1

Santiago St. at Civic Center Dr.

280.0

221.7

Mortimer St. at Fifth St.

9.5

33.5

Mortimer St. at Santa Ana Blvd.

23.1

23.0

Penn Way at I-5 SB

25.1

28.5

Santa Ana Blvd. at I-5 SB

29.2

29.7

Seventeenth St. at I-5 NB

39.9

73.0

Grand Ave at I-5 NB

30.2

119.9

Intersection

Unsignalized Intersections

Signalized Intersections (Caltrans, Using HCM)

SOURCE:

KOA Corporation 2010

General Plan (2035) Without Project Roadway Segment Conditions


The roadway segment ADT analysis for 2035 is presented in Table 4.11-14 (2035 Without Project
Roadway Segment Daily Traffic Condition). As indicated, a majority of the arterial roadways are
operating at acceptable levels. The daily V/C ratio screening analysis indicates that the following
locations are potentially experiencing capacity deficiencies under 2035 Without Project conditions:

First Street between Standard Avenue and Grand Avenue


Main Street between Washington Avenue and Fourth Street
Civic Center Drive between Santiago Street and Lincoln Avenue
Seventeenth Street at West of I-5 NB Ramps
Grand Avenue South of First Street
Grand Avenue South of I-5 NB Ramps
Grand Avenue North of I-5 NB Ramps

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-63

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.11-14

2035 Without Project Roadway Segment Daily Traffic Condition

Road

Segment

2035 Without
Project ADT

Number of
Lanes*

LOS E
Capacity

LOS

Flower St.

Santa Ana Blvd to Civic Center Dr.

23,899

4D

37,500

Flower St.

Seventeenth St to Civic Center

22,362

4D

37,500

Civic Center Dr.

West of Flower St.

22,865

4D

37,500

Civic Center Dr.

Flower St. to Ross St.

21,628

4D

37,500

Flower St.

Santa Ana Blvd. to First St.

25,802

4D

37,500

Santa Ana Blvd.

West of Flower St.

13,071

6D

56,300

Santa Ana Blvd.

Parton St. to Flower St.

15,823

6D

56,300

Santa Ana Blvd.

Parton St. to Ross St.

17,917

6D

56,300

Civic Center Dr.

Ross St. to Broadway

19,769

4D

37,500

Broadway

Civic Center Dr. to Santa Ana Blvd.

23,770

4D

37,500

Broadway

Civic Center Dr. to Washington Ave

30,191

4D

37,500

Civic Center Dr.

Broadway to Sycamore St.

19,827

4D

37,500

Broadway

Santa Ana Blvd. To Fifth St.

20,416

4D

37,500

Santa Ana Blvd.

Broadway to Sycamore St.

13,769

3D

28,150

Broadway

Fifth St. to Fourth St.

20,416

4D

37,500

Fifth St.

Broadway to Ross St.

10,424

3D

28,150

Fifth St.

Broadway to Main St.

13,844

3D

28,150

Broadway

Third St. to Fourth St.

20,111

4D

37,500

Broadway

Third St. to First St.

25,856

4D

37,500

Broadway

South of First St.

14,281

4D

37,500

First St.

Broadway to Ross St.

49,198

6D

56,300

First St.

Broadway to Main St.

49,245

6D

56,300

Civic Center Dr.

Sycamore St. to Main St.

18,639

4D

37,500

Santa Ana Blvd.

Sycamore St. to Main St.

12,835

3D

28,150

Fifth St.

Sycamore St. to Main St.

10,424

3D

28,150

Main St.

Civic Center Dr. to Santa Ana Blvd.

40,300

4D

37,500

Main St.

Civic Center Dr. to Washington Ave

41,588

4D

37,500

Civic Center Dr.

Main St. to Bush St.

14,658

4D

37,500

Main St.

Santa Ana Blvd. To Fifth St.

42,313

4D

37,500

Santa Ana Blvd.

Main St. to Bush St.

13,859

3D

28,150

Main St.

Fifth St. to Fourth St.

42,313

4U

25,000

Fifth St.

Main St. to Bush St.

9,622

3D

28,150

Main St.

Third St. to Fourth St.

36,873

4D

37,500

4.11-64

LOS E
OK**

E ok

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Table 4.11-14

2035 Without Project Roadway Segment Daily Traffic Condition

Road

Segment

2035 Without
Project ADT

Number of
Lanes*

LOS E
Capacity

LOS

LOS E
OK**

E ok

Main St.

First St. to Third St.

36,873

4D

37,500

Santa Ana Blvd.

Bush St. to Spurgeon St.

12,885

3D

28,150

Fifth St.

Bush St. to French St.

7,507

3D

28,150

First St.

Spurgeon St. to Main St.

48,245

6D

56,300

Civic Center Dr.

French St to Lacy St

15,359

4D

37,500

Civic Center Dr.

Santiago St to Lacy St

15,359

2U

12,500

Santa Ana Blvd.

Lacy St. to French St.

18,798

4D

37,500

Fourth St.

Lacy St. to French St.

15,285

4D

37,500

Fourth St.

Lacy St. to Santiago St.

22,500

4D

37,500

First St.

Lacy St. to Spurgeon St.

49,881

6D

56,300

First St.

Lacy St. to Standard Ave.

49,881

6D

56,300

Santiago St.

Washington Ave. to Civic Center Dr.

19,851

4D

37,500

Santiago St.

Washington Ave. to Seventeenth St.

17,204

4D

37,500

Santiago St.

Santa Ana Blvd to Civic Center Dr.

20,771

4D

37,500

Civic Center Dr.

Lincoln Ave to Santiago St.

14,658

2U

12,500

Santiago St.

Santa Ana Blvd. to Brown St.

8,618

4D

37,500

Santa Ana Blvd.

Santiago St. to Lacy St.

24,852

4D

37,500

Santa Ana Blvd.

Santiago St. to U-24

29,178

6D

56,300

Fourth St.

Santiago St. to Grand Ave.

22,500

4D

37,500

Grand Ave.

Fourth St. to Santa Ana Blvd

48,424

6D

56,300

Grand Ave.

Santa Ana Blvd to Seventeenth St

47,112

6D

56,300

Santa Ana Blvd.

East of Grand Ave.

9,779

4D

37,500

Grand Ave.

First St. to Fourth St.

40,071

6D

56,300

Fourth St.

East of Grand Ave.

25,510

4D

37,500

Grand Ave.

South of First St.

53,061

6D

56,300

First St.

Standard Ave to Grand Ave

52,076

6D

56,300

First St.

East of Grand Ave.

46,456

6D

56,300

Penn Way

South of I-5 SB Ramps

15,508

2D

18,750

Penn Way

North of I-5 SB Ramps

17,871

4D

37,500

Santa Ana Blvd.

West of I-5 SB Ramps

46,209

6D

56,300

Santa Ana Blvd.

East of I-5 SB Ramps

29,984

4D

37,500

Seventeenth St.

West of I-5 NB Ramps

56,809

6D

56,300

Seventeenth St.

East of I-5 NB Ramps

45,113

6D

56,300

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-65

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.11-14

2035 Without Project Roadway Segment Daily Traffic Condition

Road

Segment

2035 Without
Project ADT

Number of
Lanes*

LOS E
Capacity

LOS

Grand Ave.

South of I-5 NB Ramps

61,046

6D

56,300

Grand Ave.

North of I-5 NB Ramps

57,596

6D

56,300

SOURCE:
*

LOS E
OK**

KOA Corporation 2007

D corresponds to a divided roadway. U corresponds to an undivided roadway.

** LOS E is considered acceptable within major development areas.

The daily volume-to-capacity ratios provide a screening level analysis of daily traffic flows and potential
operational problems within the study area. The peak hour analysis for intersections, presented in the
previous section, provides a more definitive analysis of the operation of the arterial roadways in the
project area. Although several roadway segments indicate deficiencies, the proposed mitigation should be
based on the intersection analysis recommendations. All roadway segments should operate at acceptable
level of services under Citys General Plan circulation element designations with spot improvements at
intersections proposed based on the intersection analysis.

General Plan (2035) Without Project Peak Hour Freeway Ramp Conditions
Without project peak hour ramp analysis results are presented on Table 4.11-15 (2035 Without Project
Peak Hour Freeway Ramp Analysis). All ramps operate at LOS D or better during the AM and PM peak
hour time periods except the northbound off ramp at the interchange of I-5 at Santa Ana Boulevard.
Table 4.11-15

I-5 at Santa Ana Blvd.

SOURCE:

AM Peak Hour

PM Peak Hour

Ramp Type
Code*

Lanes

Peak Hour
Capacity

VOL

V/C

LOS

VOL

V/C

LOS

SB On

1,800

869

0.48

1,005

0.56

NB Loop On

1,800

294

0.16

458

0.25

SB Off

1,500

556

0.37

581

0.39

NB Off

1,500

910

0.61

1,054

0.70

SB Direct On (HOV)

2,250

392

0.17

485

0.22

SB Loop On

1,800

482

0.27

782

0.43

NB Loop On

1,800

599

0.33

828

0.46

SB Off

1,500

660

0.44

541

0.36

NB Off

1,500

1366

0.91

1,651

1.10

Inter-change

I-5 at Seventeenth St.

2035 Without Project Peak Hour Freeway Ramp Analysis


Ramp

KOA Corporation 2010

* Ramp Type Code:


4Two-lane Metered On-Ramp, 2 Mixed Flow Lanes at Meter
5One-lane Unmetered Ramp
6Two-lane Unmetered On-Ramp, tapers to one merge lane at or beyond gore point

4.11-66

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Project-Related Traffic
Project Trip Generation
The trip generation for the project is based on the most recent Institute of Transportation Engineers
(ITE) Trip Generation, 7th Edition. Table 4.11-16 (Project Trip Generation Rates) presents the ITE trip
generation rates used to calculate project trip generation. Table 4.11-17 (Project Trip Generation)
summarizes the peak hour inbound and outbound project trips and the daily project trips for the entire
project area. The project site has been subdivided into thirteen traffic analysis zones (TAZs), based on
the development potential of the Transit Zoning Code, as well as the roadway system in the project area.
Appendix G provides a map of the Transit Zoning Code area TAZs and detailed trip generation for each
TAZ.
Table 4.11-16

Project Trip Generation Rates


AM Peak Hour

Land Use

PM Peak Hour

ITE Code

Unit

Daily

Total

In

Out

Total

In

Out

Single Family Housing

210

DU

9.57

0.75

0.19

0.56

1.01

0.64

0.37

Multi Family Housing

230

DU

5.86

0.44

0.07

0.37

0.52

0.35

0.17

High Rise Tower

222

DU

4.2

0.31

0.08

0.23

0.35

0.21

0.14

Retail

820

TSF

42.94

1.03

0.63

0.4

3.75

1.8

1.95

Industrial

110

TSF

6.97

0.92

0.81

0.11

0.98

0.12

0.86

Commercial

710

TSF

11.01

0.88

0.12

0.17

0.83

Civic

730

TSF

68.93

5.88

4.94

0.94

1.21

0.38

0.83

SOURCE:

ITE Trip Generation, 7th Edition, 2003

As indicated in Table 4.11-17, the final net project is anticipated to consist of a total of 294 dwelling units
of single family housing, 3,104 dwelling units of multi-family housing, 402 high-rise residential units, and
351,000 square feet (sf) of retail uses. The project will also remove 990,000 sf of industrial uses,
124,000 sf of commercial uses, and 21,000 sf of civic uses. The land use data reflects the net growth of
the potential development, subtracting the existing land uses to be displaced.
Long-term cumulative development under implementation of the Transit Zoning Code (SD 84A and
SD 84B) is anticipated to generate approximately 22,246 ADT with 529 additional trips during the AM
peak hour and 1,726 trips during the PM peak hour. As also indicated in Table 4.11-17, a 5 percent mode
choice reduction has been applied for the final trips. This is based on the previous discussion of the
circulation changes in City of Santa Ana and the review of the Regional Transportation Center Metrolink
Extension Study. The Regional Transportation Center Metrolink Extension Study project team agreed
that the Transit Zoning Code (SD 84A and SD 84B) will benefit from the transit improvement plans for
the long-range conditions. The 5 percent reduction considers both local and regional transit modal split
credit. In addition, due to the mixed-use nature of the project, internal capture credit has been applied to

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-67

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

the project trip generation. Table 4.11-17 includes 20 percent internal capture reduction for the
residential trips. For further clarification regarding trip generation assumptions, refer to Appendix G.
Table 4.11-17

Project Trip Generation


AM Peak Hour

PM Peak Hour

Quantity

ITE
Code

Unit

Daily

Total

In

Out

Total

In

Out

Single Family Housing

294

210

DU

2,814

221

56

165

297

188

109

Multi Family Housing

3,104

230

DU

19,800

1,366

217

1,148

1,614

1,086

528

402

222

DU

1,688

125

32

92

141

84

56

24,302

1,711

305

1,406

2,052

1,359

693

Land Use

High Rise Tower


Residential Subtotal

3,800

Retail

351

820

TSF

15,072

362

221

140

1,316

632

684

Industrial

-990

110

TSF

-6,900

-910

-802

-109

-970

-119

-851

Commercial

-124

710

TSF

-1,365

-124

-109

-15

-124

-21

-103

Civic

-21

730

TSF

-1,448

-123

-104

-20

-25

-8

-17

29,661

914

-488

1,402

2,248

1,843

405

5 percent mode choice deduction for all trips

-1,483

-46

-24

-70

-112

-92

-20

20 percent residential internal capture*

-5,932

-342

-61

-281

-410

-272

-139

Final Net Project Trips

22,246

526

-574

1,051

1,726

1,479

247

All TAZ Project Total

SOURCE:
*

KOA Corporation 2010

Due to the nature of the project, internal capture credit has been applied to the project trip generation. Specifically, the trip
generation includes 20 percent internal capture reduction for the residential trips, which is considered a reasonable internal
capture rate for residential trips as it is based on previous studies performed in the area (including the MacArthur Place EIR) and
the size of this study area.

Project Trip Distribution and Traffic Volumes


The project trip distribution and assignment process represents the directional orientation of traffic to
and from the project site. Trip distribution is heavily influenced by the geographical location of the site,
the location of surrounding uses, and the proximity to the regional freeway system.
The Orange County Transportation Analysis Model (OCTAM 3.2) has been used to evaluate the
distribution and likely travel routes of the project traffic. A series of select link (trip distribution) analyses
were performed using the OCTAM 3.2 model 2030 horizon year scenario. Figures presenting the project
trip distribution patterns during AM and PM peak hour for each TAZ can be found in Appendix G. The
project only traffic forecasts have been developed by applying the trip generation, distribution, and traffic
assignment calculations.

Future Traffic Volumes Forecasts


Two scenarios (2030 and 2035 conditions) were analyzed with respect to the proposed project. Year 2030
represents the ultimate project build-out year which assumes the full build-out of the proposed plan
together with all approved projects within the study vicinity. Year 2035 represents the Long Range

4.11-68

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

General Plan horizon for City of Santa Ana, which is also consistent with Caltrans long-range year
definition.
The 2030 With Project traffic is composed of 2030 background traffic plus the project only traffic which
was generated based on the trip generation, trip distribution, and traffic assignment methodology. The
project trip generation is based on the most recent ITE trip generation rates. A series of select link (trip
distribution) analyses were performed using the OCTAM 3.2 model 2030 horizon year scenario.
The 2035 With Project traffic is composed of 2035 background traffic plus the project-only traffic that
would exist at full build-out which was generated based on the trip generation, trip distribution, and
traffic assignment methodology. The project trip generation is based on the most recent ITE trip
generation rates. As discussed previously, traffic analyzed as part of the 2035 traffic analysis was obtained
from the OCTAM 3.2 using an 11 percent growth factor.

Anticipated Project Buildout (2030) With Project Conditions


This section documents the future (2030) traffic conditions with the addition of the Transit Zoning Code
(SD 84A and SD 84B) project-related traffic to the surrounding street system. To forecast anticipated
project buildout traffic conditions for year 2030, the 2030 Without Project peak hour background traffic
volumes shown in Figure 4.11-5A through Figure 4.11-5E and Figure 4.11-6A through Figure 4.11-6E
were increased by adding the project-related traffic volumes. Appendix G includes figures illustrating
project-related traffic volumes.

Anticipated Project Buildout (2030) With Project Intersection Conditions


Figure 4.11-9A through Figure 4.11-9E (2030 With Project AM Peak Hour Volumes) illustrate the 2030
With Project AM peak hour traffic volumes while Figure 4.11-10A through Figure 4.11-10E (2030 With
Project PM Peak Hour Volumes) illustrate the 2030 With Project PM peak hour traffic volumes.
Table 4.11-18 (2030 With Project Peak Hour Intersection Conditions [ICU Method]) and Table 4.11-19
(2030 with Project Peak Hour Intersection Conditions [HCM Method]) illustrate the 2030 With Project
intersection LOS conditions. As shown in the table, all intersections are expected to operate at LOS D or
better under the 2030 With Project condition for the year 2030 except the following nine intersections.
2030 with Project conditions include the three intersections that were operating below acceptable LOS
plus six additional intersections. Appendix G includes the analysis worksheets for all intersections under
2030 With Project conditions.
The following exceeded LOS standards in 2030 Without Project conditions:
Grand Avenue at Santa Ana Boulevard (Signalized)
Lacy Street at Santa Ana Boulevard (Two-way stop control)
Lacy Street at First Street (Two-way stop control)

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-69

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-9A

2030 With Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-9B

2030 With Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-9C

2030 With Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-9D

2030 With Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-9E

2030 With Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-10A

2030 With Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-10B

2030 With Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-10C

2030 With Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-10D

2030 With Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-10E

2030 With Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.11-18

2030 With Project Peak Hour Intersection Conditions (ICU Method)


AM Peak Hour
Intersection

PM Peak Hour

ICU

LOS

ICU

LOS

Flower St. at Civic Center Dr.

0.678

0.758

Flower St. at Santa Ana Blvd.

0.587

0.596

Parton St. at Santa Ana Blvd.

0.388

0.539

Ross St. at Civic Center Dr.

0.538

0.504

Ross St. at Santa Ana Blvd.

0.476

0.429

Broadway at Civic Center Dr.

0.634

0.654

Broadway at Santa Ana Blvd.

0.491

0.534

Broadway at Fifth St.

0.354

0.486

Broadway at Fourth St.

0.354

0.437

Broadway at Third St.

0.338

0.643

Broadway at First St.

0.654

0.753

Sycamore St. at Civic Center Dr.

0.439

0.525

Main St. at Civic Center Dr.

0.774

0.804

Main St. at Santa Ana Blvd.

0.666

0.726

Main St. at Fifth St.

0.511

0.664

Main St. at Fourth St.

0.555

0.726

Main St. at Third St.

0.490

0.641

Main St. at First St.

0.771

0.956

Bush St. at Santa Ana Blvd.

0.305

0.409

Bush St. at Fifth St.

0.242

0.458

Bush St. at Fourth St.

0.280

0.490

French St. at Fourth St.

0.308

0.488

Lacy St. at Fourth St.

0.398

0.632

Santiago St. at Santa Ana Blvd.

0.544

0.960

Standard St. at First St.

0.825

0.851

Grand Ave. at Santa Ana Blvd.

0.877

0.987

Grand Ave. at Fourth St.

0.664

0.767

Grand Ave. at First St.

0.724

0.816

Signalized Intersections (Using ICU Method)

SOURCE:

4.11-80

KOA Corporation 2010

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Table 4.11-19

2030 with Project Peak Hour Intersection Conditions (HCM Method)


AM Peak Hour

Intersection

PM Peak Hour

Average/Worst Case Delay

LOS

Average/Worst Case Delay

LOS

Ross St. at Fourth St.

10.9

12.4

Sycamore St. at Santa Ana Blvd.

24.0

22.9

Sycamore St. at Fifth St.

16.0

15.4

Sycamore St. at Fourth St.

8.1

9.7

Spurgeon St. at First St.

10.5

15.4

French St. at Santa Ana Blvd.

19.3

20.2

Lacy St. at Civic Center Dr.

25.4

44.8

Lacy St. at Santa Ana Blvd.

31.1

375.3

Lacy St. at Sixth St.

7.3

8.3

Lacy St. at First St.

32.5

Overflow

Santiago St. at Washington Ave.

16.3

34.5

Santiago St. at Civic Center Dr.

23.5

42.6

Santiago St. at Brown St.

12.1

13.9

Santiago St. at Sixth St.

11.3

13.0

Santiago St. at Fourth St.

Overflow

Overflow

Mortimer St. at Fifth St.

9.0

40.2

Mortimer St. at Santa Ana Blvd.

21.8

23.5

U2-4 at Santa Ana Blvd.

45.7

51.2

Penn Way at I-5 SB

22.7

23.8

Santa Ana Blvd. at I-5 SB

28.7

31.4

Seventeenth St. at I-5 NB

33.2

40.9

Grand Ave at I-5 NB

20.6

50.5

Unsignalized Intersections

Signalized Intersections (Caltrans, Using HCM)

SOURCE:

KOA Corporation 2010

Level of service for unsignalized intersections is for the worst-case approach.

The following six additional intersections operate at unacceptable levels of service in 2030 With Project
Conditions:

Main Street at First Street


Lacy Street at Civic Center Drive
U2-4 Street at Santa Ana Boulevard
Santiago Street at Civic Center Drive
Santiago Street at Fourth Street
Mortimer Street at Fifth Street

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-81

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Intersections warranting a signal under the future without project conditions include Lacy Street at Santa
Ana Boulevard, Lacy Street at First Street, and Santiago Street at Fourth Street.

Anticipated Project Buildout (2030) With Project Roadway Segment Conditions


The roadway segment ADT analysis for the 2030 With Project scenario is presented in Table 4.11-20
(2030 With Project Roadway Segment Daily Traffic Conditions). As indicated, a majority of the arterial
roadways are operating at acceptable levels. The daily V/C ratio screening analysis indicates that the
following locations are potentially experiencing capacity deficiencies under 2030 With Project conditions:
Civic Center Drive between Lacy Street and Lincoln Avenue (represents two discreet segments in
Table 4.11-20)
Main Street between 1st Street and Washington Avenue (represents six discreet segments in
Table 4.11-20)
Santa Ana Boulevard between French Street and Lacy Street
Santa Ana Boulevard west of I-5 SB Ramps
Grand Avenue South of I-5 NB Ramps
The daily volume-to-capacity ratios provide a screening level analysis of daily traffic flows and potential
operational problems within the study area. The peak hour analysis for intersections, presented in the
previous section, provides a more definitive analysis of the operation of the arterial roadways in the
project area. Although a few roadway segments indicate deficiencies, the proposed mitigation should be
based on the intersection analysis recommendations. All roadway segments should operate at acceptable
level of services under Citys General Plan circulation element designations with spot improvements at
intersections proposed based on the intersection analysis.
Table 4.11-20
Road

2030 With Project Roadway Segment Daily Traffic Conditions


Segment

2030 WP ADT

Number of Lanes*

LOS E Capacity

LOS

Flower St.

Santa Ana Blvd to Civic Center Dr.

20,656

4D

37,500

Flower St.

Seventeenth St. to Civic Center

19,784

4D

37,500

Civic Center Dr.

West of Flower St.

21,075

4D

37,500

Civic Center Dr.

Flower St. to Ross St.

20,429

4D

37,500

Flower St.

Santa Ana Blvd. to First St.

20,983

4D

37,500

Santa Ana Blvd.

West of Flower St.

12,272

4D

37,500

Santa Ana Blvd.

Parton St. to Flower St.

15,193

4D

37,500

Santa Ana Blvd.

Parton St. to Ross St.

15,193

4D

37,500

Civic Center Dr.

Ross St. to Broadway

18,870

4D

37,500

Broadway

Civic Center Dr. to Santa Ana Blvd.

21,422

4D

37,500

Broadway

Civic Center Dr. to Washington Ave.

27,818

4D

37,500

Civic Center Dr.

Broadway to Sycamore St.

18,484

4D

37,500

Broadway

Santa Ana Blvd. to Fourth St.

18,631

4U

25,000

Santa Ana Blvd.

Broadway to Sycamore St.

12,455

3D

28,150

4.11-82

LOS E OK**

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Table 4.11-20
Road

2030 With Project Roadway Segment Daily Traffic Conditions


2030 WP ADT

Number of Lanes*

LOS E Capacity

LOS

Broadway

Fifth St. to Fourth St.

Segment

18,547

4D

37,500

Fifth St.

Broadway to Ross St.

9,834

3D

28,150

Fifth St.

Broadway to Main St.

9,756

3D

28,150

Broadway

Third St. to Fourth St.

18,409

4U

25,000

Broadway

Third St. to First St.

18,671

4U

25,000

Broadway

South of First St.

13,880

4U

25,000

First St.

Broadway to Ross St.

46,088

6D

56,300

Civic Center Dr.

Sycamore St. to Main St.

17,546

4D

37,500

Santa Ana Blvd.

Sycamore St. to Main St.

12,125

3D

28,150

Fifth St.

Sycamore St. to Main St.

10,012

3D

28,150

Main St.

Civic Center Dr. to Santa Ana Blvd.

37,084

4D

37,500

E ok

Main St.

Civic Center Dr. to Washington Ave.

37,826

4D

37,500

E ok

Civic Center Dr.

Main St. to Bush St.

13,976

4D

37,500

Main St.

Santa Ana Blvd. To Fifth St.

38,872

4D

37,500

Santa Ana Blvd.

Main St. to Bush St.

12,022

3D

28,150

Main St.

Fifth St. to Fourth St.

38,907

4U

25,000

Fifth St.

Main St. to Bush St.

7,373

3D

28,150

Main St.

Third St. to Fourth St.

35,539

4U

25,000

Main St.

First St. to Third St.

35,506

4U

25,000

First St.

Main St. to Broadway

47,962

6D

56,300

Santa Ana Blvd.

Bush St. to Spurgeon St.

11,816

3D

28,150

Fifth St.

Bush St. to French St.

7,232

3D

28,150

First St.

Spurgeon St. to Main St.

44,886

6D

56,300

Santa Ana Blvd.

Lacy St. to Standard Ave.

16,213

4D

37,500

Civic Center Dr.

French St to Lacy St.

15,137

4D

37,500

Santa Ana Blvd.

Lacy St. to French St.

18,215

2D

18,750

Santa Ana Blvd.

Lacy St. to Santiago St.

19,431

4D

37,500

Fourth St.

Lacy St. to French St.

13,486

2D

18,750

First St.

Lacy St. to Spurgeon St.

44,892

6D

56,300

First St.

Lacy St. to Standard Ave.

44,892

6D

56,300

Santiago St.

Washington Ave. to Civic Center Dr.

13,005

4D

37,500

Santiago St.

Washington Ave. to Seventeenth St.

12,193

4D

37,500

Santiago St.

Santa Ana Blvd to Civic Center Dr.

12,970

4D

37,500

Civic Center Dr.

Santiago St. to Lacy St.

14,041

2U

12,500

Civic Center Dr.

Lincoln Ave to Santiago St.

13,418

2U

12,500

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

LOS E OK**

4.11-83

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.11-20
Road

2030 With Project Roadway Segment Daily Traffic Conditions


2030 WP ADT

Number of Lanes*

LOS E Capacity

LOS

Santiago St.

Santa Ana Blvd. to Brown St.

9,774

4D

37,500

Santa Ana Blvd.

Santiago St. to Lacy St.

19,431

4D

37,500

Santa Ana Blvd.

Santiago St. to U2-4

24,363

6D

56,300

Fourth St.

Santiago St. to Lacy St.

19,855

4D

37,500

Grand Ave.

Santa Ana Blvd to Seventeenth St.

40,394

6D

56,300

Santa Ana Blvd.

East of Grand Ave.

8,998

4D

37,500

Grand Ave.

First St. to Fourth St.

37,502

6D

56,300

Grand Ave.

Fourth St. to Santa Ana Blvd.

42,417

6D

56,300

Fourth St.

Grand Ave to Santiago St.

22,231

4D

37,500

Fourth St.

East of Grand Ave.

23,792

4D

37,500

Grand Ave.

South of First St.

47,852

6D

56,300

Grand Ave.

Third St to First St.

37,110

6D

56,300

First St.

Standard Ave to Grand Ave.

46,427

6D

56,300

First St.

East of Grand Ave.

41,245

6D

56,300

Penn Way

South of I 5 SB Ramps

10,651

2D

18,750

Penn Way

North of I 5 SB Ramps

16,619

4D

37,500

Santa Ana Blvd.

West of I 5 SB Ramps

46,866

4D

37,500

Santa Ana Blvd.

East of I 5 SB Ramps

30,762

4D

37,500

Seventeenth St.

West of I 5 NB Ramps

48,939

6D

56,300

Seventeenth St.

East of I 5 NB Ramps

38,865

6D

56,300

Grand Ave.

South of I 5 NB Ramps

54,445

6D

56,300

Grand Ave.

North of I 5 NB Ramps

48,570

6D

56,300

SOURCE:
*

Segment

LOS E OK**

E ok

KOA Corporation 2007

D corresponds to a divided roadway. U corresponds to an undivided roadway.

** LOS E is considered acceptable within major development areas.

Anticipated Project Buildout (2030) With Project Peak Hour Freeway Ramp Conditions
Existing peak hour ramp analysis results are presented on Table 4.11-21 (2030 With Project Peak Hour
Freeway Ramp Analysis). All ramps operate at LOS D or better during the AM and PM peak hour time
periods except the northbound off-ramp at the interchange of I-5 at Santa Ana Boulevard during the PM
peak hour time period.
Table 4.11-21
Inter-change

I-5 at Seventeenth St.

4.11-84

Ramp

SB On

2030 With Project Peak Hour Freeway Ramp Analysis


AM Peak Hour

PM Peak Hour

Ramp Type
Code*

Lanes

Peak Hour
Capacity

VOL

V/C

LOS

VOL

V/C

LOS

1,800

729

0.41

790

0.44

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

I-5 at Santa Ana Blvd.

SOURCE:

NB Loop On

1,800

271

0.15

387

0.22

SB Off

1,500

439

0.29

451

0.30

NB Off

1,500

788

0.53

910

0.61

SB Direct On (HOV)

2,250

246

0.11

186

0.08

SB Loop On

1,800

461

0.26

695

0.39

NB Loop On

1,800

516

0.29

743

0.41

SB Off

1,500

533

0.36

570

0.38

NB Off

1,500

956

0.64

1,550

1.03

KOA Corporation 2010

* Ramp Type Code:


4Two-lane Metered On-Ramp, 2 Mixed Flow Lanes at Meter
5One-lane Unmetered Ramp
6Two-lane Unmetered On-Ramp, tapers to one merge lane at or beyond gore point

General Plan (2035) Traffic Conditions With Project


This section documents the future (2035) traffic conditions with the addition of the project-related traffic
to the surrounding street system. To forecast the anticipated project buildout traffic conditions for the
year 2035, the 2035 Without Project peak hour background traffic volumes shown in Figure 4.11-7A
through Figure 4.11-7E and Figure 4.11-8A through Figure 4.11-8E were increased by adding the
project-related traffic volumes.

General Plan (2035) With Project Intersection Conditions


Figure 4.11-11A through Figure 4.11-11E (2035 With Project AM Peak Hour Volumes) illustrate the
2035 With Project AM peak hour traffic volumes while Figure 4.11-12A through Figure 4.11-12E (2035
With Project PM Peak Hour Volumes) illustrate the 2035 With Project PM peak hour traffic volumes for
2035 Without Project conditions. Table 4.11-22 (2035 With Project Peak Hour Intersection Conditions
[ICU Method]) and Table 4.11-23 (2035 With Project Peak Hour Intersection Conditions [HCM
Method]) illustrate the 2035 with project intersection level of service conditions. As shown in the tables,
all intersections are expected to operate at LOS D or better under the 2035 with project condition except
for the following eighteen intersections. Appendix G includes the analysis worksheet for all intersections
under 2035 With Project conditions.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-85

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-11A

2035 With Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-11B

2035 With Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-11C

2035 With Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-11D

2035 With Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-11E

2035 With Project AM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-12A

2035 With Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-12B

2035 With Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-12C

2035 With Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-12D

2035 With Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Source: KOA Corporation, 2009.

01101 | JCS | 10

FIGURE 4.11-12E

2035 With Project PM Peak Hour Volumes


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.11-22

2035 With Project Peak Hour Intersection Conditions (ICU Method)


AM Peak Hour

Intersection

Average/Worst Case Delay

PM Peak Hour
LOS

Average/Worst Case Delay

LOS

Signalized Intersections (Using ICU Method)


Flower St. at Civic Center Dr.

0.784

1.146

Flower St. at Santa Ana Blvd.

0.695

0.703

Parton St. at Santa Ana Blvd.

0.313

0.434

Ross St. at Civic Center Dr.

0.652

0.594

Ross St. at Santa Ana Blvd.

0.582

0.693

Broadway at Civic Center Dr.

0.740

0.754

Broadway at Santa Ana Blvd.

0.618

0.624

Broadway at Fifth St.

0.404

0.645

Broadway at Fourth St.

0.477

0.659

Broadway at Third St.

0.409

0.833

Broadway at First St.

0.778

0.868

Sycamore St. at Civic Center Dr.

0.502

0.603

Main St. at Civic Center Dr.

0.899

0.938

Main St. at Santa Ana Blvd.

0.810

0.869

Main St. at Fifth St.

0.623

0.843

Main St. at Fourth St.

0.654

0.847

Main St. at Third St.

0.559

0.730

Main St. at First St.

0.927

1.097

Bush St. at Santa Ana Blvd.

0.346

0.467

Bush St. at Fifth St.

0.296

0.577

Bush St. at Fourth St.

0.357

0.602

French St. at Fourth St.

0.359

0.568

Lacy St. at Fourth St.

0.465

0.814

Santiago St. at Santa Ana Blvd.

0.865

1.011

Standard St. at First St.

0.957

0.988

Grand Ave. at Santa Ana Blvd.

1.188

1.314

Grand Ave. at Fourth St.

0.754

0.875

Grand Ave. at First St.

0.918

0.998

SOURCE:

KOA Corporation 2010

Level of service for unsignalized intersections is for the worst-case approach.

4.11-96

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Table 4.11-23

2035 With Project Peak Hour Intersection Conditions (HCM Method)


AM Peak Hour

Intersection

PM Peak Hour

Average/Worst Case Delay

LOS

Average/Worst Case Delay

LOS

Ross St. at Fourth St.

11.9

13.8

Sycamore St. at Santa Ana Blvd.

32.4

34.5

Sycamore St. at Fifth St.

19.7

18.1

Sycamore St. at Fourth St.

8.6

10.5

Spurgeon St. at First St.

11.3

20.0

French St. at Santa Ana Blvd.

26.1

29.6

Lacy St. at Civic Center Dr.

37.9

113.5

Lacy St. at Santa Ana Blvd.

55.7

Overflow

Lacy St. at Sixth St.

7.4

8.6

Lacy St. at First St.

97.4

Overflow

Santiago St. at Washington Ave.

112.3

164.9

Santiago St. at Civic Center Dr.

263.9

266.2

Santiago St. at Brown St.

16.7

19.7

Santiago St. at Sixth St.

13.7

20.9

Santiago St. at Fourth St.

Overflow

Overflow

9.5

64.4

Mortimer St. at Santa Ana Blvd.

324.2

35.8

U2-4 at Santa Ana Blvd.

79.4

130.8

Penn Way at I-5 SB

25.0

29.0

Santa Ana Blvd. at I-5 SB

30.5

33.8

Seventeenth St. at I-5 NB

39.7

73.3

Grand Ave at I-5 NB

79.9

182.8

Unsignalized Intersections

Mortimer St. at Fifth St.

Signalized Intersections (Caltrans, Using HCM)

SOURCE:

KOA Corporation 2010

Level of service for unsignalized intersections is for the worst-case approach.

The following intersections operated at unacceptable LOS during the 2035 Without Project Scenario:

Flower Street at Civic Center Drive (Signalized)


Main Street at First Street (Signalized)
Grand Avenue at Santa Ana Boulevard (Signalized)
Grand Avenue at I-5 NB Ramp (Signalized)
Seventeenth Street at I-5 NB Ramp (signalized)
Lacy Street at Civic Center Drive (Two-way stop control)
Lacy Street at Santa Ana Boulevard (Two-way stop control)
Lacy Street at First Street (Two-way stop control)

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-97

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Santiago Street at Washington Avenue (All-way stop control)


Santiago Street at Civic Center Drive (All-way stop control)
The following additional intersections operate at unacceptable level of services under 2035 With Project
conditions.

Main Street at Civic Center Drive (Signalized)


Santiago Street at Santa Ana Boulevard (Signalized)
Standard Street (Santiago Street) at First Street (Signalized)
Grand Avenue at First Street (Signalized)
Santiago Street at Fourth Street (All-way stop control)
Mortimer Street at Fifth Street (All-way stop control)
Mortimer Street at Santa Ana Boulevard (All-way stop control)
U2-4 at Santa Ana Boulevard (Two-way stop control)

In addition to the intersections indicated in the previous scenarios warranting a traffic signal, Santiago
Street at Civic Center Drive warrants a traffic signal under 2035 With Project conditions.

General Plan (2035) With Project Roadway Segment Conditions


The roadway segment ADT analysis for 2030 is presented in Table 4.11-24 (2035 With Project Roadway
Segment Daily Traffic Condition). As indicated, a majority of the arterial roadways are operating at
acceptable levels. The daily V/C ratio screening analysis indicates that the following locations are
potentially experiencing capacity deficiencies under 2035 With Project conditions:

First Street from Main Street to Spurgeon Street


First Street from Lacy Street to Standard Avenue
First Street from Standard Avenue to Grand Avenue
Main Street from Washington Avenue to First Street
Civic Center Drive from Lacy Street to Lincoln Avenue
Santa Ana Boulevard West of I-5 SB Ramps
Santa Ana Boulevard East of I-5 SB Ramps
Grand Avenue between Santa Ana Boulevard and Seventeenth Street
Grand Avenue South of First Street
Grand Avenue South of I-5 NB Ramps
Grand Avenue at North of I-5 NB Ramps
Seventeenth Street West of I-5 NB Ramps

The daily volume-to-capacity ratios provide a screening level analysis of daily traffic flows and potential
operational problems within the study area. The peak hour analysis for intersections, presented in the
previous section, provides a more definitive analysis of the operation of the arterial roadways in the
project area. Although a few roadway segments indicate deficiencies, the proposed mitigation should be
based on the intersection analysis recommendations. All roadway segments should operate at acceptable
level of services under Citys General Plan circulation element designations with spot improvements at
intersections proposed based on the intersection analysis.

4.11-98

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Table 4.11-24
Road

2035 With Project Roadway Segment Daily Traffic Condition


Segment

2035 WP ADT

Number
of Lanes*

LOS E Capacity

LOS

Flower St.

Santa Ana Blvd to Civic Center Dr.

23,949

4D

37,500

Flower St.

Seventeenth St to Civic Center Dr.

22,834

4D

37,500

Civic Center Dr.

West of Flower St.

23875

4D

37,500

Civic Center Dr.

Flower St. to Ross St.

23,064

4D

37,500

Flower St.

Santa Ana Blvd. to First St.

26,046

4D

37,500

Santa Ana Blvd.

West of Flower St.

14,268

6D

56,300

Santa Ana Blvd.

Parton St. to Flower St.

17,312

6D

56,300

Santa Ana Blvd.

Parton St. to Ross St.

19,406

6D

56,300

Civic Center Dr.

Ross St. to Broadway

21,259

4D

37,500

Broadway

Civic Center Dr. to Santa Ana Blvd.

23,962

4D

37,500

Broadway

Civic Center Dr. to Washington Ave.

30,429

4D

37,500

Civic Center Dr.

Broadway to Sycamore St.

21,337

4D

37,500

Broadway

Santa Ana Blvd. To Fourth St.

20,854

4D

37,500

Santa Ana Blvd.

Broadway to Sycamore St.

14,508

3D

28,150

Broadway

Fifth St. to Fourth St.

21,002

4D

37,500

Fifth St

Broadway to Ross St.

11,241

3D

28,150

Fifth St

Broadway to Sycamore St.

14,583

3D

28,150

Broadway

Third St. to Fourth St.

20,983

4D

37,500

Broadway

Third St. to First St.

26,728

4D

37,500

Broadway

South of First St.

14,429

4D

37,500

First St.

Broadway to Ross St.

50,535

6D

56,300

First St.

Broadway to Main St.

50,187

6D

56,300

Civic Center Dr.

Sycamore St. to Main St.

20,043

4D

37,500

Santa Ana Blvd.

Sycamore St. to Main St.

13,618

3D

28,150

Fifth St.

Sycamore St to Broadway

11,163

3D

28,150

Fifth St

Sycamore St. to Main St.

11,207

3D

28,150

Main St.

Civic Center Dr. to Santa Ana Blvd.

41,909

4D

37,500

Main St.

Civic Center Dr. to Washington Ave.

42,761

4D

37,500

Civic Center Dr.

Main St. to Bush St.

15,878

4D

37,500

Main St.

Santa Ana Blvd. to Fifth St.

43,981

4U

25,000

Santa Ana Blvd.

Main St. to Bush St.

14,503

3D

28,150

Fifth St.

Main St. to Bush St.

10,266

3D

28,150

Main St.

Third St. to Fourth St.

39,921

4D

37,500

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

LOS E OK**

4.11-99

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.11-24
Road

2035 With Project Roadway Segment Daily Traffic Condition


Segment

2035 WP ADT

Number
of Lanes*

LOS E Capacity

LOS

Main St.

Fourth St. to Third St.

39,921

4D

37,500

Main St.

First St. to Third St.

39,888

4D

37,500

Santa Ana Blvd.

Bush St. to Spurgeon St.

13,579

3D

28,150

Fifth St.

Bush St. to French St.

8,201

3D

28,150

First St.

Spurgeon St. to Main St.

51,695

6D

56,300

Civic Center Dr.

French St to Lacy St.

16,469

4D

37,500

Santa Ana Blvd.

Lacy St. to French St.

20,814

4D

37,500

Fourth St.

Lacy St. to French St.

15,600

4D

37,500

Fourth St.

Lacy St. to Santiago St.

22,966

4D

37,500

First St.

Lacy St. to Spurgeon St.

51,789

6D

56,300

First St.

Lacy St. to Standard Ave.

51,789

6D

56,300

Santiago St.

Washington Ave. to Seventeenth St.

18,366

4D

37,500

Santiago St.

Santa Ana Blvd to Civic Center Dr.

22,615

4D

37,500

Santiago St.

Washington Ave to Civic Center Dr.

21,381

4D

37,500

Civic Center Dr.

Santiago St. to Lacy St.

16,027

2U

12,500

Civic Center Dr.

Lincoln Ave to Santiago St.

14,756

2U

12,500

Santiago St.

Santa Ana Blvd. to Brown St.

10,966

4D

37,500

Santa Ana Blvd.

Santiago St. to Lacy St.

27,854

4D

37,500

Santa Ana Blvd.

Santiago St. to U-24

30,916

6D

56,300

Grand Ave.

Fourth St. to Santa Ana Blvd.

49,112

6D

56,300

Grand Ave.

Santa Ana Blvd to Seventeenth St.

51,315

6D

56,300

Santa Ana Blvd.

East of Grand Ave.

9,869

4D

37,500

Grand Ave.

First St. to Fourth St.

42,283

6D

56,300

Fourth St.

Grand Ave to Santiago St.

24,962

4D

37,500

Fourth St.

East of Grand Ave.

26,560

4D

37,500

Grand Ave.

South of First St.

55,519

6D

56,300

First St.

Standard Ave to Grand Ave

53,605

6D

56,300

First St.

East of Grand Ave.

47,625

6D

56,300

Penn Way

South of I-5 SB Ramps

16,671

2D

18,750

Penn Way

North of I-5 SB Ramps

19,038

4D

37,500

Santa Ana Blvd.

West of I-5 SB Ramps

53,014

6D

56,300

Santa Ana Blvd.

East of I-5 SB Ramps

34,964

4D

37,500

Seventeenth St.

West of I-5 NB Ramps

56,794

6D

56,300

4.11-100

LOS E OK**

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Table 4.11-24

2035 With Project Roadway Segment Daily Traffic Condition

Road

Segment

2035 WP ADT

Number
of Lanes*

LOS E Capacity

LOS

Seventeenth St.

East of I-5 NB Ramps

45,103

6D

56,300

Grand Ave.

South of I-5 NB Ramps

62,250

6D

56,300

North of I-5 NB Ramps

59,734

6D

56,300

Grand Ave.
SOURCE:
*

LOS E OK**

KOA Corporation 2007

D corresponds to a divided roadway. U corresponds to an undivided roadway.

** LOS E is considered acceptable within major development areas.

General Plan (2035) With Project Peak Hour Freeway Ramp Conditions
The 2035 With Project peak hour ramp analysis results are presented on Table 4.11-25 (2035 With
Project Peak Hour Freeway Ramp Analysis); all ramps operate at LOS D or better during the AM and
PM peak hour time periods except the northbound off ramp at the interchange of I-5 at Santa Ana
Boulevard during the PM peak hour time period.
Table 4.11-25

Ramp Type
Code*

SB On

NB Loop On

I-5 at Santa Ana Blvd.

SOURCE:

AM Peak Hour

PM Peak Hour

Lanes

Peak Hour
Capacity

VOL

V/C

LOS

VOL

V/C

LOS

1,800

869

0.48

1,005

0.56

1,800

310

0.17

447

0.25

SB Off

1,500

526

0.35

600

0.40

NB Off

1,500

910

0.61

1,054

0.70

SB Direct On (HOV)

2,250

402

0.18

487

0.22

SB Loop On

1,800

559

0.31

800

0.44

NB Loop On

1,800

673

0.37

857

0.48

SB Off

1,500

630

0.42

656

0.44

NB Off

1,500

1312

0.87

1,789

1.19

Interchange

I-5 at Seventeenth St.

2035 With Project Peak Hour Freeway Ramp Analysis

Ramp

KOA Corporation 2010

* Ramp Type Code:


4Two-lane Metered On-Ramp, 2 Mixed Flow Lanes at Meter
5One-lane Unmetered Ramp
6Two-lane Unmetered On-Ramp, tapers to one merge lane at or beyond gore point

Thresholds of Significance
The following thresholds of significance are based on Appendix G of the 2009 CEQA Guidelines. For
purposes of this EIR, long-term cumulative development at full build-out pursuant to the Santa Ana
Transit Zoning Code (SD 84A and SD 84B) may have a significant adverse impact on transportation and
traffic if it would result in any of the following:

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-101

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Cause an increase in traffic which is substantial in relation to the existing traffic load and capacity
of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the
volume to capacity ratio on roads, or congestion at intersections)
Exceed, either individually or cumulatively, a level of service standard established by the county
congestion management agency for designated roads or highways
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
Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections)
or incompatible uses (e.g., farm equipment)
Result in inadequate emergency access
Result in inadequate parking capacity
Conflict with adopted policies, plans, or programs supporting alternative transportation (e.g., bus
turnouts, bicycle racks)
Traffic impacts are identified if the proposed project will result in a significant change in traffic
conditions on a roadway or at an intersection. A significant impact is normally defined when projectrelated traffic would cause level of service to deteriorate to below the minimum acceptable level by a
measurable amount. A cumulative impact may also be significant if the location is already below the
minimum acceptable level or forecast without the project to be below the minimum acceptable level and
project related traffic causes a further decline.
Specifically, for the purposes of this analysis, an impact is deemed significant when the level of service is
E or F and the project causes an increase in V/C or delay over the defined threshold. A traffic-related
project contribution is considered significant for the City of Santa Ana intersections if the change in
ICU is greater than 0.01. Additionally, for unsignalized intersections in either City that are at LOS E or F,
the impact is considered significant if the project contribution to average stop delay at the intersection is
greater than one second.
The City of Santa Ana considers LOS D as the threshold for an acceptable service level for intersections
located outside of Major Development Areas (MDA). The City considers LOS E as the maximum
threshold for acceptable service levels for intersections located within an MDA. If the project
contribution to the volume/capacity ratio at the intersection is greater than 0.01 and if the location is at
LOS D or poorer outside of an MDA or LOS E or poorer within an MDA, then the impact is
considered significant.
For those signalized intersections which may not contribute to 0.01 or greater ICU or V/C increases, the
City may require a fair share contribution toward the expected cost of improvements at the subject
intersection. The fair share is based upon the projects relative contribution toward the total future added
traffic, which consists of traffic from the project, other cumulative project traffic, and growth of ambient
background traffic.
Unsignalized intersection analysis follows the Citys criteria to use the HCM unsignalized analysis
methodology. HCM indicates that level of service for unsignalized intersection is based upon the control
4.11-102

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

delay for the poorest movement of the intersection, which is assessed for those traffic movements that
are stopped or must yield to through traffic. Some movements, including cross traffic on the minor street
or left turns onto the major street, can be subject to long delays, however through traffic and right turns
from the major street will not experience any delays at stopped intersections. When delay for cross traffic
is severe (LOS E or F), the intersection should be evaluated further for possible improvement with
traffic signals. In some cases, this analysis determines that the delay is being experienced by a very low
number of vehicles and traffic signals are not warranted. In other cases, the number of stopped vehicles
is substantial and traffic signals may be justified as a mitigation measure.
In terms of impacts to freeway ramps, the CMP standard of an increase of 0.03 or greater of the V/C
ratio would apply.

Effects Found to Have No Impact


There are no Effects Found to Have No Impact with respect to transportation and traffic.

Effects Found to Be Less Than Significant


Impact 4.11-1

Operation of the proposed project could result in impacts related to


neighborhood traffic in the adjacent residential areas to the Transit Zoning
Code (SD 84A and SD 84B) area. This is considered a potentially
significant impact. Compliance with mitigation measures MM4.11-1 would
reduce this impact to a less-than-significant level.

The significance of neighborhood intrusion impacts related to excess vehicle traffic is usually determined
on a case-by-case basis because each residential street has unique characteristics. The overall intended use
of residential streets is to provide access to adjacent properties or properties in very close proximity to a
respective street. They are not intended for through traffic. Local streets also vary considerably in terms
of street width, multi-family versus single family, density, presence of schools, day care, senior housing,
proximity to major streets and other factors. A level of traffic which may be perceived as too much on
one residential street may be acceptable on another.
Cut-through or inappropriate traffic can sometimes occur on residential streets due to congested traffic
conditions on the arterial highway system that causes motorists to seek alternate routes by cutting
through neighborhoods. In some cases, the through vehicles may drive through the neighborhood at
speeds that are higher than average, higher than the posted speed limit, or higher than the speeds that
residents may drive at. At other times, local residential streets may be found to be the shortest or most
direct route between a drivers origin and destination due to the physical layout of the street system. In
either case, unwelcome traffic can be found to be highly objectionable to residents. If this type of traffic
is expected to increase significantly due to new developments, a significant impact may occur.
Generally the traffic analysis forecasts minimal traffic increases on the local residential streets in the
project area. The distribution of land uses and their principle access routes is not conducive to through
traffic use of the residential streets located in the study area, most notably in the French Court, French
Park, and Logan Neighborhoods. Also, the level of employment within the Transit Zoning Code
City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-103

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

(SD 84A and SD 84B) area is reduced slightly by the Transit Zoning Code (SD 84A and SD 84B), which
should result in an incremental decrease in traffic pressure upon the arterial street system, thus reducing
the inducement to cut into neighborhoods.
Evaluation of the neighborhood traffic impacts and the traffic calming measures that are implemented
for this project follow the City of Santa Ana Procedure for Neighborhood Traffic Management Plans and other
similar type of studies within City of Santa Ana. Three existing neighborhoods traffic conditions and the
existing diversion measures throughout the neighborhood are discussed. The characteristics of the
project traffic, as it passes through the neighborhood are described. The recommendations to mitigate
project traffic diversion are described.

Existing Neighborhood Traffic Conditions


Neighborhood traffic problems have been diagnosed, studied, and treated in three neighborhoods that
are located near the study area. These are:
French Court Neighborhood, bounded approximately by Washington Avenue, Bush Street,
Seventeenth Street, I-5, and Lincoln Street
French Park Neighborhood, located generally south of French Court and north of Civic Center
Drive
Logan Neighborhood, located generally along Washington Avenue and Lincoln Street
Other streets within the project area are not known to have significant existing neighborhood traffic
issues, as represented by significant or regular indications to the City that local traffic conditions are
unacceptable. However traffic levels on some streets in the area are approaching the range where
residents may express concern if asked about local traffic conditions. As indicated, the current local
residential roadways include Spurgeon Street, French Street, Minter Street, Lacy Street, Garfield Street,
Poinsettia Street, Logan Street, Lincoln Street, and Washington Avenue.
The existing traffic volumes within the neighborhoods are relatively low, compared with traffic levels on
the arterial road system, however traffic volumes on many of these streets are at levels that residents
would consider undesirable. The highest volume occurs along Washington Avenue with a maximum of
321 westbound through vehicles during the AM peak hour and 393 eastbound through vehicles during
PM peak hour. Other roadways carry less than 100 vehicles during peak hours. The roadways which carry
significant through traffic volumes are Main Street, Santiago Street, 17th Street, Civic Center Drive and
Santa Ana Boulevard. Historically, the residents concerns are in regard to the through traffic along
Spurgeon Street and French Street within the neighborhood. Concerns also include speeding along Lacy
Street.
The existing diversion measures throughout the French Court neighborhood include:
Raised median on Seventeenth Street across Bush Street and French Street
Cul-de-sac on Fifteenth Street at Penn Way
The most viable bypass route through the French Park neighborhood is Tenth Street/Minter Street.
There are three all-way stop controlled intersections along the Tenth Street/Minter Street route, but

4.11-104

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

there are no other existing diversion measures in the French Park neighborhood and Logan
neighborhood.

Potential Project Impacts


The project area is currently urban and developed with a wide range of civic, commercial, industrial, and
residential land uses. The Transit Zoning Code would allow for appropriate mixed-use infill development
in the existing neighborhoods or districts, which could include the conversion of properties currently
having all industrial or all commercial uses.
As indicated in TIS, minimum trip generation increases are projected for most of the neighborhood area.
In fact, TAZ 8, TAZ 9, and TAZ13 show negative ADT increase for the project trips due to the
potential conversion of existing industrial and commercial uses.
Generally the traffic analysis forecasts minimal traffic increases on the local residential streets listed
above. The distribution of land uses and their principle access routes is not conducive to through traffic
use of the streets indicated above. Also, the amount of employment in the larger city center area is could
be reduced slightly by the plan if existing commercial and industrial uses convert, which should result in
an incremental decrease in traffic pressure upon the arterial street system, thus reducing the inducement
to cut into neighborhoods.
Due to the nature and location of the project, no significant negative impact is expected. However the
science of forecasting neighborhood traffic is not precise. For example, a diversion level of 0.5% cannot
be reliably predicted, yet a new project could result in 1-2 additional vehicles use of an undesirable route.
This level of increase may be very difficult to measure or confirm however, since normal daily variation
in use by residents can greatly exceed the volume of through traffic increase that may occur due to a
project. For this reason, there is a potential for an incremental impact resulting from trace increases in
usage of impacted streets.
Under a full build-out scenario implementation of the Transit Zoning Code is expected to increase traffic
volumes on some of the internal roadways within the project area. Although the increase may not be
significant there may be opportunities to mitigate the negative effects of increased traffic through
incorporation of measures into the design of the local street system. Features that are regularly
incorporated in the neighborhood traffic calming programs may be appropriate for systematic inclusion
into the proposed project. This could include systematic uses of traffic calming treatments such as curb
extensions at local intersections, short medians at entries to wide streets, or traffic circles at oversized
intersections. These measures can be further enhanced with landscaping, monuments, neighborhood
identity features, or other elements. When used properly these features can reduce traffic speeds to
acceptable ranges and can discourage some of the cut though traffic due to convenience and speed
reduction.
Many of the streets in the study area appear to have severely distressed pavement, potentially requiring
complete reconstruction of the pavement. The cost of implementing traffic calming measures as noted
above can be quite nominal when done in conjunction with needed street reconstruction. It is suggested
that systematic application of traffic calming features be considered particularly in conjunction with street
City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-105

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

reconstruction, improvements adjacent to properties that change use, or at locations where traffic
problems become evident in the future. It is also suggested that funds need to be reserved for
implementing traffic calming for the neighborhood roadways. If residents find concern over traffic
increase that are related to the project, the city process of developing and implementing neighborhood
traffic management plans can be applied.
Features that are regularly incorporated in the neighborhood traffic calming programs may be
appropriate for systematic inclusion into the proposed project. These features measures can be further
enhanced with landscaping, monuments, neighborhood identity features or other elements, and, when
used properly, can reduce traffic speeds to acceptable ranges and discourage some of the cut though
traffic due to convenience and speed reduction. As such, the following mitigation measure would be
implemented as part of the proposed project.
MM4.11-1

The City of Santa Ana shall, during any roadway improvement within the Transit Zoning Code
boundaries, evaluate, consider, and implement as appropriate the traffic calming measure(s), including
but not limited to the following:
Curb extensions at local intersections
Short medians at entries to wide streets
Traffic circles at oversized intersections
Speed humps
Turn restrictions

With the implementation of MM4.11-1, the potential for neighborhood traffic impacts is anticipated to
be less than significant.
Threshold

Impact 4.11-2

Would the proposed project exceed, either individually or cumulatively, a level of


service standard established by the county congestion management agency for
designated roads or highways?

Long-term cumulative development pursuant to the implementation of the


Transit Zoning Code would exceed standards established by the Orange
County Transportation Authority within the study area. This impact is
considered to be less than significant.

The Orange County Transportation Authority is designated as the Congestion Management Agency
(CMA) to oversee the Orange County CMP. The following six intersections are the only CMP
intersections within the study area:

Broadway at First Street


Main Street at First Street
Standard Street at First Street
Grand Avenue at First Street
Spurgeon Street at First Street
Lacy Street at First Street

4.11-106

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

All six CMP intersections are signalized. As discussed above in the Thresholds of Significance, a trafficrelated project contribution is considered significant for the City of Santa Ana intersections if the change
in ICU is greater than 0.01, which is more stringent than the CMP criteria.
As shown in Table 4.11-18 and Table 4.11-22, two of the CMP intersections under 2030 with Project
(Main Street at First Street and Lacy Street at First Street), four of the CMP intersections under 2035
with Project (Main Street at First Street, Standard Street at First Street, Grand Avenue at First Street, and
Lacy Street at First Street), would experience poor levels of service due to the proposed project.
Implementation of the improvement measures identified under Impact 4.11-8 for these four
intersections would improve the level of service, to acceptable operating conditions (LOS D). Therefore,
with implementation of mitigation measures described under Impact 4.11-8, impacts to these
intersections would be less than significant.
Threshold

Impact 4.11-3

Would the proposed project result in a change in air traffic patterns, including
either an increase in traffic levels or a change in location that results in substantial
safety risks?

Development projects constructed pursuant to the standards contained


within the Transit Zoning Code would not result in a change in air traffic
patterns. This impact is considered to be less than significant

As discussed in Impact 4.5-6 (Hazards and Hazardous Materials), the Transit Zoning Code area is
located approximately six miles north of John Wayne Airport (SNA) and is located outside of the Airport
Planning Area for JWA. However, because the Transit Zoning Code standards could result in the
development of structures that are more than 200 feet above ground level at a project site, filing with the
Federal Aviation Administration (FAA) would be required. As required by mitigation measure MM 4.5-4,
any future projects within the Transit Zoning Code (SD 84A and SD 84B)area that would exceed
200 feet in height (from ground level at the project site) would be required to file a Notice of Proposed
Construction or Alteration (FAA Form 7460-1). Therefore, compliance with recommendations or
guidelines from the FAA would ensure that future development would not result in any change to air
traffic patterns. This impact would be less than significant.
Threshold

Impact 4.11-4

Would the proposed project substantially increase hazards due to a design


feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g.,
farm equipment)?

Development projects constructed pursuant to the Transit Zoning Code


would not increase hazards due to a design future or incompatible uses.
Impacts would be less than significant.

The Transit Zoning Code (SD 84A and SD 84B) encourages infill projects that would be suitably
designed to use the existing network of regional and local roadways located within the vicinity of the
study area. Additional proposed changes to road design within the study area as a part of the proposed
Transit Zoning Code (SD 84A and SD 84B) could include potential improvement measures, as discussed
below in Impact 4.11-8. Most of the identified improvements include the addition of a turn lane at

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-107

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

intersections under 2030 and 2035 conditions, the addition of shared through lanes, and installation of
traffic signals, and would not represent an increase in hazards associated with a design feature. Rather,
these recommended improvements are designed to reduce potential hazards due to congestion. As such,
this impact would be less than significant.
Threshold

Impact 4.11-5

Would the project result in inadequate emergency access?

Development projects constructed pursuant to the Transit Zoning Code


could result in inadequate emergency access; however, adherence to
mitigation measures would ensure impacts remain less than significant.

Proposed projects under the Transit Zoning Code would be required to meet all applicable local and
State regulatory standards for adequate emergency access. Emergency access within the proposed Transit
Zoning Code (SD 84A and SD 84B) area is addressed under Impact 4.5-7, in Section 4.5 (Hazards and
Hazardous Materials) of this EIR. Adherence to applicable local and state regulatory standards and
mitigation measures identified within Impact 4.6-8 would ensure that this impact remains less than
significant.
Threshold

Impact 4.11-6

Would the proposed project result in inadequate parking capacity?

Long-term cumulative development under the implementation of the


Transit Zoning Code would not result in inadequate parking capacity. This
impact is considered to be less than significant.

The proposed Transit Zoning Code (SD 84A and SD 84B) would result in the net development of
approximately 4,075 residential units and 387,000 sf of retail space, with the potential for a
corresponding decrease in industrial, uses should those properties convert under the provisions of the
Industrial Overlay Zone, as well as approximately 35 acres of surface parking lots. As mentioned in
Chapter 2, the purpose of the Transit Zoning Code (SD 84A and SD 84B) is to facilitate the
development of transit-supportive infill, and to improve the pedestrian streetscape in order to reduce
parking demand. The uses in each zone determine the amount of parking required. Current parking
requirements within the City of Santa Ana are provided in Chapter 41 of the City of Santa Ana Municipal
Code. However, within the Transit Zoning Code (SD 84A and SD 84B) boundaries, the Transit Zoning
Code (SD 84A and SD 84B) includes a separate set of parking requirements. Since the exact uses that
would be developed under the proposed project are not known at this time, the precise amount of
parking required is not known. Based on the overall types of uses that are anticipated, the following
change in parking allotted (Transit Zoning Code (SD 84A and SD 84B) v. Zoning Code) is anticipated
for the net increase in development of the Transit Zoning Code (SD 84A and SD 84B).

4.11-108

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Table 4.11-26

Parking Requirement Comparison

Transit Zoning Code

Zoning Code

Amount
Anticipated

Number of
Spaces Required*

Spaces to
be Provided

Number of
Spaces Required**

Spaces to
be Provided

Difference
(Transit Zoning
CodeZoning
Code)

Single-family
residential

294 units

2.15 spaces per unit

632

4 spaces per unit

1,176

-544

Multi-family
residential
(includes multifamily and highrise)

3,781units

2.15 spaces per unit

8,129

2.78 spaces per unit

10,511

-2,382

Retail

387,000 sf

2.5 spaces per


1,000 sf

968

5 spaces per
1,000 sf

1,755

-787

Anticipated Use

SOURCE:
*

City of Santa Ana Municipal Code. Article XV.

The number of spaces to be provided is an average of the data shown in Table 3-2 because the actual number of spaces to be
provided would vary depending on the zone in which a use would be located. 2.15 was assumed to be the average number of
spaces required for the purposes of this analysis.

** The assumptions used to determine the number of spaces required are based on the level/type of development anticipated
under the proposed Transit Zoning Code. For multi-family uses, it was assumed that the average number of spaces required for
the proposed project would be 2.78. This was derived from current parking requirements under the Zoning Code for
approximately 3.25 spaces per unit in all areas but the Downtown District, which requires 1.0 space per unit for live/work units
(the only currently permitted residential units within Downtown).

As shown above, the Citys current Zoning Code would provide approximately 3,713 more parking
spaces than the proposed Transit Zoning Code. Sixty-five percent of the difference in parking
requirements between the Transit Zoning Code (SD 84A and SD 84B) and the Zoning Code within the
Transit Zoning Code (SD 84A and SD 84B) area can be attributed to residential uses.
However, as stated previously, one of the primary components of the Transit Zoning Code (SD 84A and
SD 84B) is to improve the level of alternative modes of transportation within the Transit Zoning Code
(SD 84A and SD 84B) area. The Urban Land Institute (ULI), in recognition of developments/plans of
this type, published parking ratios in their Shared Parking, Second Edition, 2005. These ratios were
developed due to the fact that city zoning code parking ratios do not account for the synergy between
the project components (i.e., internal capture), as well as the anticipated walk-in patronage from other
surrounding commercial buildings to the proposed retail component of the Transit Zoning Code
(SD 84A and SD 84B). Application of the zoning code parking ratios would result in an overestimation
of required parking for the proposed project. Further, zoning code parking requirements represent the
sum of peak parking requirements for individual land uses and do not take into account the hourly
variation in parking demand generated by different land uses. In addition, zoning code parking
requirements do not account for the shared parking demands of residential guests and commercial
patrons. Table 4.11-27 identifies the level of parking demand that would be reasonably anticipated using
ULI parking demand rates in comparison with the proposed project.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-109

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.11-27

Anticipated Parking Demand Versus Provided


Transit Zoning Code (SD 84A and SD 84B)

ULI Shared Parking

Anticipated Use

Amount
Anticipated

Number of
Spaces Required*

Spaces to
be Provided

Number of
Spaces Required

Difference
(Transit Zoning
CodeULI Shared
Parking Demand)

Single-family residential

294 units

2.15 spaces per unit

632

615**

17

Multi-family residential
(includes multi-family
and high-rise)

3,781 units

2.15 spaces per unit

8129

7,902**

227

Retail

387,000 sf

2.5 spaces per 1,000 sf

968

843***

124

SOURCE:
*

ULI, Shared Parking, Second Edition, 2005; KOA Corporation, 2008.

The number of spaces to be provided is an average of the data shown in Table 3-2 because the actual number of spaces to be
provided would vary depending on the zone in which a use would be located. 2.15 was assumed to be the average number of
spaces required for the purposes of this analysis.

** The residential component assumes a split of 10 percent residents and 90 percent guests.
*** The commercial component assumes a split of 20 percent employees and 80 percent patrons.

As shown above, the Transit Zoning Code (SD 84A and SD 84B) is anticipated to provide parking in
excess of the anticipated level of demand.
In addition, in a study funded by Caltrans, 26 residential transit-oriented developments, similar to those
anticipated/planned under the Transit Zoning Code (SD 84A and SD 84B) and located across California
in San Jose, Sacramento, Los Angeles, San Diego, and San Francisco, were surveyed for their level of
parking capacity (Lund et al. n.d.). The current level of parking availability at these developments ranges
from 0.96 to 2.5 parking spaces per unit with an average level of parking availability of 1.42 spaces per
residential unit. Therefore, due to the historic requirements of other transit-oriented residential
development in the State and the anticipated level of parking demand, the level of parking required under
the proposed Transit Zoning Code (SD 84A and SD 84B) is anticipated to be adequate.
It should also be noted that, during the preparation of the Transit Zoning Codes parking requirements,
an analysis of parking availability was performed for the Transit Zoning Code (SD 84A and SD 84B),
focusing on the two districts (Downtown and Rail Station) that are anticipated to undergo the highest
level of development. This analysis identified a high level of current parking availability within the Transit
Zoning Code (SD 84A and SD 84B) area. The Downtown District was found to have approximately 945
available on-street parking spaces. The Transit Village District was found to have approximately 140 onstreet parking spaces available. Therefore, because the Transit Village and Downtown Districts are
anticipated to account for 62 percent of the increase in residential development and 77 percent of the
retail establishments within the Transit Zoning Code (SD 84A and SD 84B), it is anticipated that the
current surplus of on-street parking spaces would further ensure that adequate parking capacity is
provided with implementation of the proposed project.
As such, and in conjunction with the policies of the Transit Zoning Code (SD 84A and SD 84B)
identified above, it is anticipated that the level of parking availability within the Transit Zoning Code
(SD 84A and SD 84B) area would be adequate, and impacts would be less than significant.

4.11-110

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Threshold

Impact 4.11-7

Would the proposed project conflict with adopted policies, plans, or programs
supporting alternative transportation (e.g., bus turnouts, bicycle racks)?

The Transit Zoning Code would not conflict with adopted policies, plans,
or programs supporting alternative transportation. This impact is
considered to be less than significant.

The Transit Zoning Code (SD 84A and SD 84B) would not conflict with adopted policies, plans, or
programs supporting alternative transportation. The proposed project would comply with City of Santa
Ana Municipal Code requirements and would provide bicycle racks, parking spaces for carpool/vanpool
vehicles, and display rideshare information. In addition, the proposed project is intended to provide a
live-work community that would reduce daily vehicle trips, thereby encouraging alternative transportation
via pedestrian and bicycle traffic. The project is also near the SARTC which offers commuter rail service
and will allow residents of the project to use public transit to access other parts of the region. At the time
of this writing, plans are being studied for the Santa Ana Fixed-Guideway project that would offer transit
service extending from the SARTC west through the Downtown and Civic Center areas and eventually
linking with the City of Garden Grove. All of the conceptual potential alignments are within the project
area.
After analyzing public transit within two miles of the Transit Zoning Code (SD 84A and SD 84B), the
following facilities and/or programs could be incorporated into the project to help encourage public
transit patronage for program-related trips. Note that the implementation responsibility for some of
these facilities and programs would fall on agencies other than Santa Ana, the lead agency for this
project. Thus, coordination between the City of Santa Ana, local and regional transit providers, and the
project developer would be required on several of these items. The following mitigation measure shall be
implemented, as required by applicable local, state, or federal laws or regulations:
MM4.11-2

As part of the project, the City of Santa Ana and the project sponsors shall work with the transit
providers to implement various transit-related measures to improve and expand bus system service
within the Transit Zoning Code (SD 84A and SD 84B) area. These measures may include, but are
not limited to, the following:
Adding bus stops to the Transit Zoning Code (SD 84A and SD 84B) area along existing
roadways
Changing bus service headways to respond to increased demand
Changing bus service destinations to respond to changing demand
Adding local shuttle service for employees and patrons of the Transit Zoning Code (SD 84A and
SD 84B) area
The details of bus service improvements shall be determined in coordination with OCTA. The
following recommendations would help encourage public transit patronage for project-related trips:
Bus Stop LocationsRelocation of existing bus stops and the provision of additional bus stops
should be considered to accommodate transit users at convenient locations.
Days of OperationThe City should work with OCTA to consider changes to route times to
serve nighttime and weekend project visitors and employees.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-111

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

HeadwayThe City should work with OCTA to review route headways to determine if it
would be appropriate to reduce them to accommodate transit riders within the Transit Zoning
Code (SD 84A and SD 84B) area.
As the proposed Transit Zoning Code (SD 84A and SD 84B) would be consistent with the Citys goals
and policies pertaining to expanding alternative transportation, and because the proposed project is
designed to facilitate alternative transportation, this impact would be less than significant.
Threshold

Impact 4.11-8

Would the proposed project cause an increase in traffic which is substantial in


relation to the existing traffic load and capacity of the street system (i.e., result in
a substantial increase in either the number of vehicle trips, the volume to
capacity ratio on roads, or congestion at intersections)?

Long-term cumulative development under implementation of the Transit


Zoning Code would cause an increase in traffic which is substantial in
relation to the existing traffic load and capacity of the street system.
Implementation of mitigation measures would reduce this impact to a lessthan-significant level.

Forty-five intersections under 2030 Without Project and 2035 Without Project conditions, and fifty
intersections under 2030 With Project and 2035 With Project conditions, were analyzed. As
identified in Table 4.11-8 through Table 4.11-15 above, conditions in the study area would remain at
LOS D or better at forty-two intersections under 2030 Without Project, and conditions in the study
area would remain at LOS D or better at thirty-five intersections under 2035 Without Project.
Conditions in the study area would remain at LOS D or better at forty-one intersections under 2030
With Project, and conditions in the study area would remain at LOS D or better at thirty-two
intersections under 2035 With Project.

2030 Intersection Analysis


AM Peak Hour
Table 4.11-28 (LOS Analysis/Determination of Impacts for 2030 Peak Hour [ICU]) and Table 4.11-29
(Determination of Impacts for 2030 Peak Hour [HCM]) provides a comparison of the levels of service
and volume/capacity ratios or delay of all study scenarios for the buildout condition in the AM peak
hour in 2030.
As shown in Table 4.11-28, under a full build-out scenario, the project would contribute to unacceptable
levels of service at two of the intersections evaluated in the AM peak hour: Santiago at Fourth St. and
U2-4 at Santa Ana Boulevard. The project impact at these intersections is considered significant based on
City criteria.
PM Peak Hour
Table 4.11-28 and Table 4.11-29 provide a comparison a comparison of the levels of service and
volume/capacity ratios or delay of all study intersections in the PM peak hour in 2030.

4.11-112

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

As shown in Table 4.11-28 and Table 4.11-29, under a full build-out scenario, the proposed project
would contribute to unacceptable levels of service at eight intersections evaluated in the 2030 PM peak
hour:

Grand Avenue at Santa Ana Boulevard


Lacy St. at Civic Center Dr.
Lacy St. at Santa Ana Boulevard
Lacy at First Street
Santiago St. at Civic Center Dr.
Santiago St at Fourth St.
Mortimer St. at Fifth St.
U2-4 at Santa Ana Boulevard

The project impact at these intersections is considered significant based on City criteria, with the
exception of the intersections of Mortimer at Fifth Street and Lacy Street at Civic Center Drive. As
described previously, the unacceptable LOS at these intersections are determined by the control delay for
the poorest movement of each intersection, which is the minor street turn volume that is stopped or
must yield to through traffic. Since each of these two intersections do not warrant a traffic signal and the
major road movements operate at acceptable LOS, the intersections of Mortimer at Fifth Street and Lacy
Street at Civic Center Drive are not considered to be significantly impacted.
Table 4.11-28

LOS Analysis/Determination of Impacts for 2030 Peak Hour (ICU)


AM Peak Hour

Intersection

2030 NP
(ICU/LOS)

2030 WP
(ICU/LOS)

PM Peak Hour

Increase/
Decrease

Significant
Impact?

2030 NP
(ICU/LOS)

2030 WP
(ICU/LOS)

Increase/
Decrease

Significant
Impact?

Signalized Intersections (Using ICU Method)


Flower St. at Civic Center Dr.

0.683 / B

0.678 / B

-0.005

No

0.734 / C

0.758 / C

0.024

No

Flower St. at Santa Ana Blvd.

0.572 / A

0.587 / A

0.015

No

0.587 / A

0.596 / A

0.009

No

Parton St. at Santa Ana Blvd.

0.278 / A

0.274 / A

-0.004

No

0.372 / A

0.377 / A

0.005

No

Ross St. at Civic Center Dr.

0.517 / A

0.538 / A

0.021

No

0.474 / A

0.504 / A

0.030

No

Ross St. at Santa Ana Blvd.

0.475 / A

0.476 / A

0.001

No

0.395 / A

0.429 / A

0.034

No

Broadway at Civic Center Dr.

0.614 / B

0.634 / B

0.020

No

0.643 / B

0.654 / B

0.011

No

Broadway at Santa Ana Blvd.

0.468 / A

0.491 / A

0.023

No

0.522 / A

0.534 / A

0.012

No

Broadway at 5th St.

0.349 / A

0.354 / A

0.005

No

0.462 / A

0.486 / A

0.024

No

Broadway at 4th St.

0.298 / A

0.354 / A

0.056

No

0.409 / A

0.437 / A

0.028

No

Broadway at 3rd St.

0.336 / A

0.338 / A

0.002

No

0.613 / B

0.643 / B

0.030

No

Broadway at 1st St.

0.651 / B

0.654 / B

0.003

No

0.729 / C

0.753 / C

0.024

No

Sycamore St. at Civic Center


Dr.

0.420 / A

0.439 / A

0.019

No

0.495 / A

0.525 / A

0.030

No

Main St. at Civic Center Dr.

0.751 / C

0.774 / C

0.023

No

0.750 / C

0.804 / D

0.054

No

Main St. at Santa Ana Blvd.

0.654 / B

0.666 / B

0.012

No

0.693 / B

0.726 / C

0.033

No

Main St. at 5th St.

0.499 / A

0.511 / A

0.012

No

0.633 / B

0.664 / B

0.031

No

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-113

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.11-28

LOS Analysis/Determination of Impacts for 2030 Peak Hour (ICU)


AM Peak Hour

PM Peak Hour

2030 NP
(ICU/LOS)

2030 WP
(ICU/LOS)

Increase/
Decrease

Significant
Impact?

2030 NP
(ICU/LOS)

2030 WP
(ICU/LOS)

Increase/
Decrease

Significant
Impact?

Main St. at 4th St.

0.508 / A

0.555 / A

0.047

No

0.654 / B

0.726 / C

0.072

No

Main St. at 3rd St.

0.464 / A

0.490 / A

0.026

No

0.603 / B

0.641 / B

0.038

No

Main St. at 1st St.

0.773 / C

0.771 / C

-0.002

No

0.872 / D

0.956 / E

0.084

No

Bush St. at Santa Ana Blvd.

0.295 / A

0.305 / A

0.010

No

0.403 / A

0.409 / A

0.006

No

Bush St. at 5th St.

0.242 / A

0.242 / A

0.000

No

0.442 / A

0.458 / A

0.016

No

Bush St. at 4th St.

0.270 / A

0.280 / A

0.010

No

0.464 / A

0.490 / A

0.026

No

French St. at 4th St.

0.291 / A

0.308 / A

0.017

No

0.462 / A

0.488 / A

0.026

No

Lacy St. at 4th St.

0.407 / A

0.398 / A

-0.009

No

0.567 / A

0.632 / B

0.065

No

Intersection

Signalized Intersections (Using ICU Method)


Santiago St. at Santa Ana
Blvd.

0.541 / A

0.544 / A

0.003

No

0.677 / B

0.690 / B

0.283

No

Standard St. at 1st St.

0.808 / D

0.825 / D

0.017

No

0.833 / D

0.851 / D

0.018

No

Grand Ave. at Santa Ana


Blvd.

0.866 / D

0.877 / D

0.011

No

0.972 / E

0.987 / E

0.015

Yes

Grand Ave. at 4th St.

0.646 / B

0.664 / B

0.018

No

0.728 / C

0.767 / C

0.039

No

Grand Ave. at 1st St.

0.700 / C

0.724 / C

0.024

No

0.777 / C

0.816 / D

0.039

No

ICU = Intersection capacity utilization

Table 4.11-29

Determination of Impacts for 2030 Peak Hour (HCM)


AM Peak Hour

2030 NP
(Average/Worst
Case Delay)/LOS

2030 WP
(Average/Worst
Case Delay)/LOS

Ross St. at 4th St.

10.8 / B

Sycamore St. at Santa


Ana Blvd.

PM Peak Hour
Significant
Impact?

2030 NP
(Average/Worst
Case Delay)/LOS

2030 WP
(Average/Worst
Case Delay)/LOS

Significant
Impact?

10.9 / B

No

12.3 / B

12.4 / B

No

21.8 / C

24.0 / C

No

20.8 / B

22.9 / C

No

Sycamore St. at 5th St.

15.7 / C

16.0 / C

No

13.7 / B

15.4 / C

No

Sycamore St. at 4th St.

7.9 / A

8.1 / A

No

9.1 / A

9.7 / A

No

Spurgeon St. at 1st St.

10.5 / B

10.5 / B

No

14.6 / B

15.4 / C

No

French St. at Santa Ana


Blvd.

19.7 / C

19.3 / C

No

17.7 / C

20.2 / C

No

Lacy St. at Civic Center


Dr.

20.3 / C

25.4 / D

No

33.2 / D

44.8 / E

Need eval

Lacy St. at Santa Ana


Blvd.

34.2 / D

31.1 / D

No

51.6 / F

375.3 / F

Need eval

Lacy St. at 6th St.

7.2 / A

7.3 / A

No

7.9 / A

8.3 / A

No

Lacy St. at 1st St.

23.3 / C

32.5 / D

No

57.2 / F

OVRFL / F

Need eval

Intersection

Unsignalized Intersections

4.11-114

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Table 4.11-29

Determination of Impacts for 2030 Peak Hour (HCM)


AM Peak Hour

2030 NP
(Average/Worst
Case Delay)/LOS

2030 WP
(Average/Worst
Case Delay)/LOS

Santiago St. at
Washington Ave.

17.1 / B

Santiago St. at Civic


Center Dr.

PM Peak Hour
Significant
Impact?

2030 NP
(Average/Worst
Case Delay)/LOS

2030 WP
(Average/Worst
Case Delay)/LOS

Significant
Impact?

16.3 / C

No

26.9 / D

34.5 / D

No

26.2 / D

23.5 / C

No

26.3 / D

42.6 / E

Need eval

Santiago St. at Brown St.

N/A

12.1 / B

No

N/A

13.9 / B

No

Santiago St. at 6th St.

N/A

11.3 / B

No

N/A

13.0 / B

No

Santiago St. at 4th St.

N/A

OVRFL / F

Need eval

N/A

OVRFL / F

Need eval

Mortimer St. at 5th St

20.3 / C

9.0 / A

No

17.8 / C

40.2 / E

Need eval

Mortimer St. at Santa


Ana Blvd.

9.0 / A

21.8 / C

No

21.4 / C

23.5 / C

No

N/A

45.7 / E

Need eval

N/A

51.2 / F

Need eval

Intersection

U2-4 at Santa Ana Blvd.

Signalized Intersections (Caltrans, Using HCM)


Penn Way at I-5 SB

0.462 / C

0.439 / C

No

0.458 / C

0.473 / C

No

Santa Ana Blvd. at I-5 SB

0.499 / C

0.524 / C

No

0.520 / C

0.685 / C

No

17th St. at I-5 NB

0.782 / C

0.780 / C

No

0.958 / D

0.960 / D

No

Grand Ave at I-5 NB

0.648 / C

0.625 / C

No

1.042 / D

1.050 / D

No

Delay = Seconds per vehicle average, poorest movement


LOS = Level of service
Need Eval = Need evaluation to see if the intersection warrants a traffic signal

2035 Intersection Analysis


AM Peak Hour
Table 4.11-30 (LOS Analysis/Determination of Impacts for 2035 Peak Hour [ICU]) and Table 4.11-31
(LOS Analysis/Determination of Impacts for 2035 Peak Hour [HCM]) provides a comparison of the
levels of service and volume/capacity ratios or delay of all study scenarios for the buildout condition in
the AM and peak hour in 2035.
As shown in Table 4.11-30 and Table 4.11-31, under a full build-out scenario, the project would
contribute to unacceptable levels of service at five intersections (in addition to those with impacts in
2030) evaluated in the AM peak hour:

Standard at First St.


Grand Ave at First St.
Lacy St. at Washington Ave. Exiting
Mortimer St. at Santa Ana Boulevard
Grand Ave. at I-5 NB

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-115

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.11-30

Determination of Impacts for 2035 Peak Hour (ICU)


AM Peak Hour

Intersection

2035 NP
(ICU/LOS)

2035 WP
(ICU/LOS)

PM Peak Hour

Increase/
Decrease

Significant
Impact?

2035 NP
(ICU/LOS)

2035 WP
(ICU/LOS)

Increase/
Decrease

Significant
Impact?

Signalized Intersections (Using ICU Method)


Flower St. at Civic Center Dr.

0.789 / C

0.784 / C

-0.005

No

1.138 / F

1.146 / F

0.008

No

Flower St. at Santa Ana Blvd.

0.685 / B

0.695 / B

0.010

No

0.694 / B

0.703 / C

0.009

No

Parton St. at Santa Ana Blvd.

0.316 / A

0.313 / A

-0.003

No

0.428 / A

0.434 / A

0.006

No

Ross St. at Civic Center Dr.

0.634 / B

0.652 / B

0.018

No

0.564 / A

0.594 / A

0.030

No

Ross St. at Santa Ana Blvd.

0.581 / A

0.582 / A

0.001

No

0.668 / B

0.693 / B

0.025

No

Broadway at Civic Center Dr.

0.721 / C

0.740 / C

0.019

No

0.743 / C

0.754 / C

0.011

No

Broadway at Santa Ana Blvd.

0.595 / A

0.618 / B

0.023

No

0.612 / B

0.624 / B

0.012

No

Broadway at 5th St.

0.399 / A

0.404 / A

0.005

No

0.620 / B

0.645 / B

0.025

No

Broadway at 4th St.

0.449 / A

0.477 / A

0.028

No

0.610 / B

0.659 / B

0.049

No

Broadway at 3rd St.

0.406 / A

0.409 / A

0.003

No

0.803 / D

0.833 / D

0.030

No

Broadway at 1st St.

0.779 / C

0.778 / C

-0.001

No

0.844 / D

0.868 / D

0.024

No

Sycamore St. at Civic Center


Dr.

0.484 / A

0.502 / A

0.018

No

0.573 / A

0.603 / B

0.030

No

Main St. at Civic Center Dr.

0.875 / D

0.899 / D

0.024

No

0.883 / D

0.938 / E

0.055

No

Main St. at Santa Ana Blvd.

0.799 / C

0.81 / D

0.011

No

0.836 / D

0.869 / D

0.033

No

Main St. at 5th St.

0.611 / B

0.623 / B

0.012

No

0.812 / D

0.843 / D

0.031

No

Main St. at 4th St.

0.613 / B

0.654 / B

0.041

No

0.776 / C

0.847 / D

0.071

No

Main St. at 3rd St.

0.533 / A

0.559 / A

0.026

No

0.694 / B

0.730 / C

0.036

No

Main St. at 1st St.

0.918 / E

0.927 / E

0.009

No

1.013 / F

1.097 / F

0.084

Yes

Bush St. at Santa Ana Blvd.

0.335 / A

0.346 / A

0.011

No

0.462 / A

0.467 / A

0.005

No

Bush St. at 5th St.

0.297 / A

0.296 / A

-0.001

No

0.560 / A

0.577 / A

0.017

No

Bush St. at 4th St.

0.347 / A

0.357 / A

0.010

No

0.576 / A

0.602 / B

0.026

No

French St. at 4th St.

0.342 / A

0.359 / A

0.017

No

0.543 / A

0.568 / A

0.025

No

Lacy St. at 4th St.

0.508 / A

0.465 / A

-0.043

No

0.751 / C

0.814 / D

0.063

No

Signalized Intersections (Using ICU Method)


Santiago St. at Santa Ana
Blvd.

0.904 / E

0.865 / D

-0.039

No

0.993 / E

1.011 / F

0.018

Yes

Standard St. at 1st St.

0.940 / E

0.957 / E

0.017

Yes

0.970 / E

0.988 / E

0.018

Yes

Grand Ave. at Santa Ana


Blvd.

1.178 / F

1.188 / F

0.010

Yes

1.312 / F

1.314 / F

0.002

No

Grand Ave. at 4th St.

0.747 / C

0.754 / C

0.007

No

0.841 / D

0.875 / D

0.034

No

Grand Ave. at 1st St.

0.894 / D

0.918 / E

0.024

Yes

0.960 / E

0.998 / E

0.038

Yes

ICU = Intersection capacity utilization

4.11-116

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Table 4.11-31

Determination of Impacts for 2035 Peak Hour (HCM)


AM Peak Hour

2035 NP
(Average/Worst
Case Delay)/LOS

2035 WP
(Average/Worst
Case Delay)/LOS

Ross St. at 4th St.

11.7 / B

Sycamore St. at Santa Ana


Blvd.

PM Peak Hour
Significant
Impact?

2035 NP
(Average/Worst
Case Delay)/LOS

2035 WP
(Average/Worst
Case Delay)/LOS

Significant
Impact?

11.9 / B

No

13.6 / B

13.8 / B

No

28.7 / D

32.4 / D

No

29.8 / D

34.5 / D

No

Sycamore St. at 5th St.

19.2 / C

19.7 / C

No

15.7 / C

18.1 / C

No

Sycamore St. at 4th St.

8.4 / A

8.6 / A

No

9.8 / A

10.5 / B

No

Spurgeon St. at 1st St.

11.3 / B

11.3 / B

No

18.7 / C

20.0 / C

No

French St. at Santa Ana


Blvd.

24.5 / C

26.1 / D

No

24.0 / C

29.6 / D

No

Lacy St. at Civic Center Dr.

28.6 / D

37.9 / E

Need eval

69.9 / F

113.5 / F

Need eval

Lacy St. at Santa Ana


Blvd.

122.1 / F

55.7 / F

Need eval

179.1 / F

OVRFL / F

Need eval

Lacy St. at 6th St.

7.3 / A

7.4 / A

No

8.1 / A

8.6 / A

No

Lacy St. at 1st St.

45.3 / E

97.4 / F

Need eval

410.8 / F

OVRFL / F

Need eval

Santiago St. at Washington


Ave.

126.8 / F

112.3 / F

Need eval

143.1 / F

164.9 / F

Need eval

Santiago St. at Civic


Center Dr.

280.0 / F

263.9 / F

Need eval

221.7 / F

266.2 / F

Need eval

Santiago St. at Brown St.

N/A

16.7 / C

No

N/A

19.7 / C

No

Santiago St. at 6th St.

N/A

13.7 / B

No

N/A

20.9 / C

No

Santiago St. at 4th St.

N/A

OVRFL / F

Need eval

N/A

OVRFL / F

Need eval

Mortimer St. at 5th St

9.5 / A

9.5 / A

No

33.5 / D

64.4 / F

Need eval

Mortimer St. at Santa Ana


Blvd.

23.1 / A

324.2 / F

Need eval

23.0 / C

35.8 / E

Need eval

N/A

79.4 / F

Need eval

N/A

130.8 / F

Need eval

Intersection

Unsignalized Intersections

U2-4 at Santa Ana Blvd.

Signalized Intersections (Caltrans, Using HCM)


Penn Way at I 5 SB

0.569 / C

0.546 / C

No

0.658 / C

0.672 / C

No

Santa Ana Blvd. at I 5 SB

0.643 / C

0.668 / C

No

0.615 / C

0.780 / C

No

17t St. at I 5 NB

0.903 / D

0.901 / D

No

1.108 / E

1.110 / E

Yes

Grand Ave at I 5 NB

0.934 / C

1.143 / E

Yes

1.316 / F

1.669 / F

Yes

Delay = Seconds per vehicle average, poorest movement


LOS = Level of service
Need Eval = Need evaluation to see if the intersection warrants a traffic signal

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-117

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

PM Peak Hour
Table 4.11-30 (LOS Analysis/Determination of Impacts for 2035 Peak Hour [ICU]) and Table 4.11-31
(LOS Analysis/Determination of Impacts for 2035 Peak Hour [HCM]) provide a comparison of the
levels of service and volume/capacity ratios or delay of all study intersections in the PM peak hour in
2035.
As shown in Tables 4.11-30 and 4.11-31, under a full build-out scenario, the proposed project would
contribute to unacceptable levels of service at eight intersections (in addition to those with impacts in
2030) evaluated in the 2035 PM peak hour:

Main St. at First St.


Santiago St. at Santa Ana Boulevard
Standard at First St.
Grand Ave at First St.
Lacy St. at Washington Ave. Exiting
Santiago St. at Washington Ave.
Mortimer St. at Santa Ana Boulevard
Grand Ave. at I-5 NB

Table 4.11-28 through Table 4.11-31 indicate the comparison of With and Without Project conditions in
order to determine the project impact. As indicated, the signalized intersections which may have
unacceptable level of service and project impacts under 2030 conditions per ICU (V/C) calculations
include the following (ICU difference > 0.01):
Grand Avenue at Santa Ana Boulevard
For 2035 conditions, the following additional signalized intersections have potential project impacts (ICU
difference > 0.01):

Main Street at 1st Street


Santiago Street at Santa Ana Boulevard
Standard Street (Santiago Street) at 1st Street
Grand Avenue at Santa Ana boulevard
Grand Avenue at 1st Street

The intersection of Grand Avenue at I-5 NB Ramps and Seventeenth Street at I-5 NB Ramps will
operate at LOS E or F under future conditions but the project does not impose a 0.01 V/C increase for
the With Project scenario. However, it may contribute to cumulative future conditions.
For unsignalized intersections, the following two intersections warrant traffic signals under existing
conditions and therefore traffic signals are assumed for future improvement scenarios:
Santiago Street at Washington Avenue
Santiago Street at Civic Center Drive
In addition, the following unsignalized intersections warrant signals under 2030 conditions. It is
considered a cumulative impact.
4.11-118

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

Lacy Street at 1st Street


Lacy Street at Santa Ana Boulevard
Santiago Street at 4th Street
The following unsignalized intersections do not warrant traffic signals but operate at LOS F for the
worst movement, which is due to cross traffic on the minor street or left turns onto the major street
subject to long delays. Through traffic and right turns from the major street will not experience any
delays at stopped intersections, however.
Lacy Street at Civic Center Drive
Mortimer Street at 5th Street
U2-4 at Santa Ana Boulevard (Future Intersection)
For the intersection of U2-4 at Santa Ana Boulevard, since it is a new intersection and closely spaced
with the I-5 interchange, it is suggested to be designed as right-in and right-out access only.
The intersection improvements described below are expected to fully mitigate all project traffic impacts
to an acceptable level of service (LOS D or better).
MM4.11-3

The City of Santa Ana Public Works Agency shall monitor the traffic signals within the Transit
Zoning Code study area once every five years to ensure that traffic signal timing is optimized.

MM4.11-4

The City of Santa Ana shall institute a program for systematic mitigation of impacts as development
proceeds within the Transit Zoning Code to ensure mitigation of the individual improvements. The
program shall prescribe the method of participation in the mitigation program by individual projects
and guide the timely implementation of the mitigation measures. The program shall include the
following elements:
A funding and improvement program should be established to identify financial resources adequate
to construct all identified mitigation measures in a timely basis.
All properties that redevelop within the Transit Zoning Code should participate in the program on
a fair share per new development trip basis. The fair share should be based upon the total cost of
all identified mitigation measures, divided by the peak hour trip generation increase forecast. This
rate per peak hour trip should be imposed upon the incremental traffic growth for any new
development within the Transit Zoning Code.
The program should raise funds from full development of the Transit Zoning Code to fund all
identified mitigation measures.
The program should monitor phasing development of the Transit Zoning Code and defer or
eliminate improvements if the densities permitted in the Transit Zoning Code are not occurring.
Program phasing should be monitored through preparation of specific project traffic impact studies
for any project that is expected to include more than 100 dwelling units or 100,000 sf of nonresidential development. Traffic impact studies should use traffic generation rates that are deemed
to be most appropriate for the actual development proposed.
Properties within Santa Ana and within one-half mile of the Transit Zoning Code that redevelop
to result in higher traffic generation should also participate in the program to insure equity.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-119

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

The City may elect to implement appropriate mitigation measures as a condition of approval of the
proposed developments, where appropriate. All or part of the costs of these improvements may be
considered to be a negotiated credit toward the program, however the program must be administered
in a manner that assures that it can fund necessary improvements to maintain adequate level of
service at all intersections within this study. If funding of priority improvements cannot be assured,
credit for construction of lower priority improvements may not be assured or may be postponed until
more program funds are available.
The following mitigation measure would be implemented in conformance with mitigation measure
MM4.11-4, above.
MM4.11-5

Main Street at First StreetInstall a second northbound and southbound left-turn lanes and a
dedicated northbound right-turn lane for 2030 and 2035 conditions.

MM4.11-6

Lacy Street at Santa Ana BoulevardInstall a traffic signal and provide exclusive left-turn lane
for both northbound and southbound directions for both 2030 and 2035 conditions.

MM4.11-7

Lacy Street at First StreetInstall a traffic signal for both 2030 and 2035 conditions, a traffic
signal, and provide exclusive left-turn lane for both northbound and southbound directions for both
2030 and 2035 conditions.

MM4.11-8

Santiago Street at Washington AvenueInstall a traffic signal and provide one exclusive leftturn lane for both eastbound and westbound traffic for 2035 conditions only.

MM4.11-9

Santiago Street at Civic Center DriveInstall a traffic signal and provide: one exclusive leftturn lane, one through lane, and one shared through and right-turn lane on northbound and
southbound approaches; and one exclusive left-turn lane and one shared through and right lane on
eastbound and westbound approaches. The improvement is only needed for 2035 conditions.

MM4.11-10

Santiago Street at Santa Ana DriveConstruct a second southbound left-turn lane for 2035
conditions. The improvement is only needed for 2035 conditions.

MM4.11-11

Santiago Street a Fourth StreetInstall a traffic signal. The lane configuration for the signal is
recommended as 1 Left, 1 Through, 1 Through+ Right for all approaches.

MM4.11-12

Standard Street at First StreetConstruct third eastbound and westbound shared through-right
lanes for 2035 conditions. The improvement is only needed for 2035 conditions.

MM4.11-13

Grand Avenue at Santa Ana BoulevardConstruct a third southbound through lane and
eastbound right-turn overlap signal phasing.

MM4.11-14

Grand Avenue at First StreetConstruct a third eastbound shared through/right-turn lane, a


third westbound shared through/right-turn lane, and a third northbound through lane with dedicated
northbound right-turn lane for 2035 conditions. The improvement is only needed for 2035 conditions.

MM4.11-15

Grand Avenue at I-5 Northbound RampsConstruct a second westbound right-turn lane and
for the I-5 northbound off ramp under both 2030 and 2035 conditions.

4.11-120

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

The following three unsignalized intersections do not warrant traffic signals and will operate at LOS F
for the worst movement due to cross traffic on the minor street or left turns onto the major street
subject to long delays. For the intersection of U2-4 at Santa Ana Boulevard, since it is a new intersection
for the project access, closely spaced with the I-5 interchange, it is suggested to be designed as right-in
and right-out only access, which will operate at LOS B or better for all scenarios. For the other two
unsignalized intersections, KOA Corporation recommends providing roundabout traffic controls or
monitoring the traffic volumes and installing a traffic signal when it is warranted.
Lacy Street at Civic Center Drive
Mortimer Street at 5th Street
U2-4 at Santa Ana Boulevard
The intersection improvements described above are illustrated on Figure 4.11-13 (Study Intersection
Mitigation Measures). The ICU and level of service calculation with implementation of roadway
improvements as described under mitigation measures MM4.11-5 through MM4.11-15 are summarized
in Table 4.11-32 (Level of Service Analysis of Mitigation for 2030 AM Peak Hour Conditions) through
Table 4.11-35 (Level of Service Analysis of Mitigation for 2035 PM Peak Hour Conditions).
For freeway ramps, the I-5 at Santa Ana Boulevard Northbound Off ramp is recommended to add the
second ramp lane in order to mitigate the project impact. With two ramp lanes, the ramp will operate at
LOS C or better for all scenarios.
Table 4.11-32

Level of Service Analysis of Mitigation for 2030 AM Peak Hour Conditions


Existing
ICU (Delay)/LOS

2030
Without Project
ICU (Delay)/LOS

2030
With Project
ICU (Delay)/LOS

Mitigation
With Project
ICU (Delay)/LOS

Significant
Impact?

Main Street at 1st Street

0.693/B

0.773/C

0.771/C

0.782/C

No

Grand Avenue at Santa Ana Boulevard

0.792/C

0.807/D

0.793/C

0.832/D

No

Intersection

Delay shown in seconds () for unsignalized intersections and Caltrans intersections

Table 4.11-33

Level of Service Analysis of Mitigation for 2030 PM Peak Hour Conditions


Existing
ICU (Delay)/LOS

2030
Without Project
ICU (Delay)/LOS

2030
With Project
ICU (Delay)/LOS

Mitigation
With Project
ICU (Delay)/LOS

Significant
Impact?

Main Street at 1st Street

0.765/C

0.872/D

0.956/E

0.886/D

No

Grand Avenue at Santa Ana Boulevard

0.888/D

0.902/E

0.987/E

0.887/D

No

Intersection

Delay shown in seconds () for unsignalized intersections and Caltrans intersections

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-121

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.11-34

Level of Service Analysis of Mitigation for 2035 AM Peak Hour Conditions


Existing
ICU (Delay)/LOS

2035
Without Project
ICU (Delay)/LOS

2035
With Project
ICU (Delay)/LOS

Mitigation
With Project
ICU (Delay)/LOS

Significant
Impact?

Main Street at 1st Street

0.693/B

0.918/E

0.927/E

0.856/D

No

Santiago Street at Santa Ana


Boulevard

0.481/A

0.904/E

0.865/D

0.831/D

No

Grand Avenue at 1st Street

0.764/C

0.894/D

0.918/E

0.851/D

No

Standard Street (Santiago Street)


at 1st Street

0.723/C

0.940/E

0.957/E

0.764/C

No

Grand Avenue at I-5 NB Ramps

(19.8)/B

(30.2)/C

(79.9)/E

(27.1)/C

No

Intersection

Unsignalized Intersections, to be Signalized


Santiago Street at Washington
Avenue

(12.7)/B

(126.8)/F

(112.3)/F

0.813/D

No

Santiago Street at Civic Center


Drive

(14.5)/B

(280.0)/F

(263.9)/F

0.820/D

No

N/A

N/A

OVRFL/F

0.538/A

No

Lacy Street at Santa Ana


Boulevard

(25.3)/D

(122.1)/F

(55.7)/F

0.753/C

No

Lacy St at 1st St

(16.6)C

(45.3)/E

(97.4)/F

0.482/A

No

Santiago St at 4th St

Delay shown in seconds () for unsignalized intersections and Caltrans intersections

Table 4.11-35

Level of Service Analysis of Mitigation for 2035 PM Peak Hour Conditions


Existing
ICU (Delay)/LOS

2035
Without Project
ICU (Delay)/LOS

2035
With Project
ICU (Delay)/LOS

Mitigation
With Project
ICU (Delay)/LOS

Significant
Impact?

Main Street at 1st Street

0.765/C

1.013/F

1.097/F

0.977/E

No

Santiago Street at Santa Ana Boulevard

0.579/A

0.993/E

1.011/F

0.867/D

No

Grand Avenue at 1st Street

0.808/D

0.960/E

0.998/E

0.866/D

No

Standard Street (Santiago Street) at 1st St

0.719/C

0.970/E

0.988/E

0.818/D

No

Grand Avenue at I-5 NB Ramps

(62.3)/E

(119.9)/F

(182.8)/F

(35.7)/D

No

Santiago Street at Washington Avenue

(18.1)/C

(143.1)/F

(164.9)/F

0.843/D

No

Santiago Street at Civic Center Drive

(17.4)/C

(221.7)/F

(266.2)/F

0.835/D

No

N/A

N/A

Overflow/F

0.662/B

No

Lacy Street at Santa Ana Boulevard

(33.4)/D

(179.1)/F

Overflow/F

0.706/C

No

Lacy St at 1st St

(23.2)/C

(410.8)/F

Overflow/F

0.647/B

No

Intersection

Unsignalized Intersections, to be Signalized

Santiago St at 4th St

Delay shown in seconds () for unsignalized intersections

4.11-122

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

1. Flower & Civic Ctr.

22. Main & 1st

30. Lacy & Santa Ana

34. Santigo & Washington 35. Santigo & Civic Ctr Dr

S
47

17th St

33. Lacy & 1st

Wy
nn
Pe

45
48

10

16 20

25

Parton St

LEGEND

22

26

5th St

4th St
3rd St

Grand Av

cy
La

Spurgeon St

21

50

Bro

31

St

37

6th St
38

5th St

1st St
33

43

39

32

Sycamore St

11

28

36

2nd St
44

40
Standard Av

24

U2-4

Lincoln Av

St
go

n
Sa

tia

19

15

27

An

wn

30
6th St

42
Stafford St

Fruit St

lv
aB

Lacy St

Additional Improvements in
2035
Additional Improvements in
2028
Free Right Turn
Change to Signalized
Intersection

LEGEND
S
U

36. Santiago & Santa Ana 40. Standard & 1st

Study Intersection
Signalized Intersection
Un-Signalized Intersection
Stop Sign

St

23

nta

46

Fruit St

35

Sa

Mortimer St

18

12

F
S

29

French St

5
3

Main St

14

Spurgeon St

Flower St

17

rD

nte

Civ
49

13

41

e
ic C

8
2

Bush St

Broadway

Sycamore St

Ross St
Parton St

Fuller St

Washington Av
34

42. Grand & Santa Ana

44. Grand & 1st

48. Grand & I-5

Source: KOA Corporation, 2007.

01101 | JCS | 10

FIGURE 4.11-13

Study Intersection Mitigation Measures


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11 Transportation/Traffic

As shown in Table 4.11-32 through Table 4.11-35, all study area intersections would operate at
acceptable levels with mitigation under the 2030 and 2035 AM and PM peak hours. As a result, impacts
are considered less than significant.

Effects Found to Be Significant


Impact 4.11-9

Long-term cumulative development under implementation of the Transit


Zoning Code could result in impacts related to freeway ramps in the
vicinity of the Transit Zoning Code area. With implementation of
mitigation, this impact would be reduced to less-than-significant levels.
However, because the mitigation requires the approval of a public agency
other than the City of Santa Ana, this impact would be considered
significant and unavoidable.

As shown above in Table 4.11-21 and Table 4.11-25, future conditions at freeway on- and off-ramps
would operate at LOS C or better under a full build-out scenario, with the exception of the northbound
off-ramp at the I-5 Santa Ana Boulevard interchange. As stated previously, an increase of 0.03 V/C
would be considered potentially significant for the purposes of this analysis, consistent with the CMP
criteria. As such, the impact of the proposed project would be considered potentially significant during
the PM peak hour.
However, the northbound off-ramp is currently restricted to one lane of traffic. With implementation of
the following mitigation measure, the LOS under future conditions would be improved from LOS F to
LOS C.
MM4.11-16

I-5 at Santa Ana Blvd.Northbound Off-RampThe City of Santa Ana Department of


Public Works shall coordinate with Caltrans for the installation of a second ramp lane for the I-5
northbound off ramp. The improvement shall be implemented to mitigate 2035 conditions.

It should be noted that the Citys contribution to the improvement of the off-ramp would be determined
and funded by the program established as part of mitigation measure MM4.11-18, above. With
implementation of mitigation measure MM4.11-18, the presence of two ramp lanes would improve the
level of service of the northbound off-ramp to LOS C or better and result in a less than significant
impact. However, the City, as the lead agency for this project, has no control over major freeway
improvements. Therefore, in order to be implemented, the mitigation measure for the off-ramp must be
permitted by a jurisdiction other than the City of Santa Ana, specifically Caltrans. If such permission is
not given, the potentially significant traffic impact addressed by mitigation measure MM4.11-18 would
remain unmitigated, and the impact of a full build-out scenario under the Transit Zoning Code would,
therefore, be significant and unavoidable.

4.11.4

Cumulative Impacts

The traffic analysis provided in this section considers trips generated by cumulative projects in its
development of future baseline conditions. Therefore, the cumulative impact analysis is incorporated into

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.11-125

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

the Year 2030 and the Year 2035 analyses presented in Section 4.11.3. As identified in Impact 4.11-8,
because implementation of the proposed project would contribute to significant impacts at the study area
intersections, and because implementation of the potential improvement measures cannot be guaranteed,
the long-term cumulative development pursuant to the Transit Zoning Code would have a considerable
contribution to cumulative impacts. Therefore, cumulative impacts would be significant and
unavoidable.

4.11.5

References

KOA Corporation. 2010. Santa Ana Renaissance Specific Plan Traffic Study, January.
Lund, Hollie M., Robert Cervero, and Richard W. Willson. n.d. Travel Characteristics of Transit-Oriented
Development in California.
Santa Ana, City of. 1998. Circulation Element. Santa Ana General Plan. Adopted February 2, 1998.
. n.d. Municipal Code, Chapter 36 Traffic, Article XIII Transportation and Management, Section
36-603, (Ord. No. NS-2124, 1, 4-15-91; Ord. No. NS-2505, 3, 8-5-02).
http://www.municode.com/Resources/gateway.asp?pid=11492&sid=5.

4.11-126

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12 Utilities and Service Systems

4.12 UTILITIES AND SERVICE SYSTEMS


This section evaluates the effects on utilities and service systems related to implementation of the Transit
Zoning Code (SD 84A and SD 84B) by identifying existing and planned utility availability and the
anticipated demand. For purposes of this EIR, utilities include domestic water supply, solid waste
collection and disposal, wastewater conveyance and treatment, and energy (electricity and natural gas).
Storm water drainage facilities are discussed in Section 4.6 (Hydrology and Water Quality) of this
document.
Data used to prepare this section was taken from various sources, including previous environmental
documentation prepared for the General Plan Elements, Urban Water Management Plan, the Water
Supply Assessment prepared for the proposed project, other City data sources, and contacts with utility
providers. Concerns related to utilities and service systems were expressed in the comment letters during
the public review of the Notice of Preparation (NOP). Full bibliographic entries for all reference
materials are provided in Section 4.12.16 (References) of this section.

Water Supply
4.12.1

Environmental Setting

The domestic water services in the project area are provided by the Water Resources Division of the City
of Santa Public Works Agency. The City derives water from two main sources: the groundwater
extracted from the Orange County Groundwater Basin managed by the Orange County Water District
(OCWD) and imported water from the Metropolitan Water District of Southern California (MWD).
Total water demand for the City for fiscal year 2008 was 41,136 acre-feet per year (afy). During that
period, the groundwater production accounted for 69 percent of the water supply and MWD imported
water supplies provided the remaining 31 percent. The City maintains 444 miles of transmission and
distribution mains, eight reservoirs with a storage capacity of 49.3 million gallons, seven pumping
stations, nineteen wells, and seven import connections (Santa Ana 2005). The City also receives recycled
water after advanced treatment from the OCWD facility, Green Acres Project. These recycled supplies
can offset the demand for potable water supplies.
The existing water lines serving the Transit Zoning Code (SD 84A and SD 84B) area are shown in
Figure 4.12-1 (Water Supply Lines in Transit Zoning Code Area). Currently the water demand for the
existing project area is 994.37 afy. About 66 percent of this total water demand can be attributed to
residential uses, while the remaining 29 percent is attributed to retail, commercial and industrial uses
(PBS&J 2010). Table 4.12-1 (Existing Water Demand for the Project Area) shows the water demand for
the existing uses within the Transit Zoning Code boundaries in gallons per day (gpd) and afy.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12-1

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.12-1

Existing Water Demand for the Project Area

Square Footage

Dwelling Units

Acreage

Demand Factor

Total Demand
(acre-ft/year)

306,000

0.10 gpd/sfa

34.28

Commercial

1,456,926

0.09 gpd/sfa

146.88

Industrial

1,080,000

0.08 gpd/sfa

96.78

gpd/sfa

51.39

Land Use

Retail

Civic

417,108

Green

21,780

0.5

0.11

4.0 acre-ft/acreb

2.00

Subtotal Nonresidential

331.33

Single Family Residential

1,120

0.55

Multiple Family Residential

280

150 gpd/DUd

47.05

1,400

663.05

Subtotal Residential
Existing Demand
SOURCE:

afy/DUc

616.00

994.37 afy

PBS&J. Water Supply Assessment for the proposed Transit Zoning Code. January 2010

a. Billings, Bruce R., and C. Vaughn Jones. Forecasting Urban Water Demand. 1996. American Water Works Association.
b. Based on calculated irrigation demand, Table 4-1 (City of Santa Ana Climate Summary).
c. City of Santa Ana Urban Water Management Plan, 2005, average residential water use per dwelling unit, 2010-2030.
d. Utah Department of Natural Resources. Identifying Residential Water Use, 2001, national average (outside state of Utah).

Water Quality
OCWD manages the Orange County groundwater basin and conducts a comprehensive water quality
monitoring program. The water quality data collected from these wells is used to assess ambient
conditions of the basin, monitor the effects of extraction, monitor the effectiveness of the seawater
intrusion barriers, evaluate impacts from historic and current land use, address poor water quality areas,
and also provide early warning of emerging contaminants of concern. OCWD is compliant with
groundwater drinking water regulations and operates under a California Department of Public Health
(CDPH) approved monitoring program that includes monitoring all drinking water wells within the
OCWD, including each of the Citys wells.
The City receives imported water from MWD. The MWD water is treated at either the Robert B. Diemer
Filtration Plant located in Yorba Linda, California or the Weymouth Filtration Plant in La Verne,
California before being delivered to the City. MWD tests and treats its water for microbial, organic,
inorganic, and radioactive contaminants as well as pesticides and herbicides. Protection of MWDs Water
System continues to be a top priority.
Current water improvement programs include the CALFED Program, Delta Improvement Package, and
Source Water Protection are being undertaken to maintain water quality. OCWD operates an extensive
groundwater quality management program that allows them to effectively control water quality. Some of
the programs and activities of OCWD include Source Water Protection, Surface Water Monitoring,
constructed wetlands, public outreach, and regulations like Groundwater Protection Policy. The City also

4.12-2

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

NORTH
SCALE IN FEET

Source: Moule & Polyzoides Architects and Urbanists, 2007.

01101 | JCS | 10

FIGURE 4.12-1

Water Supply Lines in the Transit Zoning Code Area


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12 Utilities and Service Systems

continues to monitor its groundwater wells for the first indication of problems as part of its water
management strategy. As discussed above, MWD and OCWD are responsible for ensuring the treatment
of all water supplied to the City. As required by CDPH, the agencies routinely monitor the water quality
of each well and source that supplies potable water. MWD water quality staff performs tests, collects
data, reviews results, prepares reports, and researches other treatment technologies to ensure water
quality.
The City does not anticipate any changes in its available water supplies resulting from water quality issues
in part because of the mitigation actions undertaken by MWD and OCWD as described above.

Existing and Projected Water Supply


Domestic water for the proposed project area is supplied by both groundwater and imported surface
water sources. Currently, 69 percent of the water supplied by the Citys service area was supplied by
groundwater from the Orange County Groundwater Basin, and the remaining 31 percent of water supply
was provided by MWD, which delivers water imported from the Colorado River and State Water Project
(PBS&J 2010). As stated above, groundwater supply for the Citys water system is extracted from the
nineteen well sites established in Orange County Groundwater Basin.
Table 4.12-2 (Supply/Demand Comparison for the City [afy]) shows the projected water supply versus
demand and the difference from 2010 to 2030. Within the Citys service area, an increase in demand of
2,726 acre-feet annually is anticipated by 2030 for a projected annual year demand of 43,993 afy. In that
same time period, supplies are not expected to increase, but rather hold at 46,809 afy (PBS&J 2010). A
diminishing surplus in supply is expected over the 20-year planning period through 2030.
Table 4.12-2

2010

2015

2020

2025

2030

City Total Supply

46,809

46,809

46,809

46,809

46,809

City Total Demand

41,267

41,933

42,608

43,295

43,993

5,542

4,876

4,201

6,514

2,816

Difference
SOURCE:

4.12.2

Supply/Demand Comparison for the City (afy)

PBS&J. Water Supply Assessment for the proposed Transit Zoning Code. January 2010.

Regulatory Framework

Federal Regulations
Clean Water Act
The federal Clean Water Act (CWA) establishes regulatory requirements for potable water supplies
including raw and treated water quality criteria. The City of Santa Ana would be required to monitor
water quality and conform to the regulatory requirements of the CWA.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12-5

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Safe Drinking Water Act


The federal Safe Drinking Water Act (SDWA) established standards for contaminants in drinking water
supplies. Maximum contaminant levels or treatment techniques were established for each of the
contaminants. The listed contaminants include metals, nitrates, asbestos, total dissolved solids, and
microbes.

State Regulations
Urban Water Management Planning Act (California Water Code, Division 6, Part 2.6,
Section 10610 et seq.)
The Urban Water Management Planning Act (Act) was developed due to concerns over potential water
supply shortages throughout California. It requires information on water supply reliability and water use
efficiency measures. Urban water suppliers are required, as part of the Act, to develop and implement
UWMPs to describe their efforts to promote efficient use and management of water resources. The City
prepared a UWMP, which was adopted by the City Council on December 6, 2005. Specifically, the Citys
2005 UWMP described the existing and planned sources of water available to the supplier over a
prescribed 5-year period and included a description of all water supply projects and programs that may
be undertaken to meet total projected water use over the next 20 years.

Water Conservation Projects Act


Californias requirements for water conservation are codified in the Water Conservation Projects Act of 1985
(Water Code Sections 1195011954), as reflected below:
11952 (a). It is the intent of the Legislature in enacting this chapter to encourage local agencies and
private enterprise to implement potential water conservation and reclamation projects by
establishing a state program to finance or assist in financing projects which meet state criteria and
will result in additional supplies of water for use in areas of need. Water conservation and
reclamation projects, including facilities for municipal and industrial advanced waste water
treatment, regulatory impoundments, improvements to water supply and delivery systems, tailwater
recovery systems, and sprinkler or drip irrigation systems, may result in increased quantities of
usable water for beneficial purposes, but may be financially unattractive at the local level if the cost
of additional fresh water is less than the cost to conserve or reclaim water.
(b) It is in the interests of both the users of water supplied by the state and the users of local water
supplies to undertake water conservation and reclamation projects which supply water for
purposes of the State Water Resources Development System at a cost less than the cost of new
state water development facilities, and which provide benefits to local water users, including
decreased salt concentrations, resulting from increased irrigation efficiency and reduced problems
of pollution from waste water discharges. It is not the intent of the Legislature in enacting this
chapter to affect or otherwise defer the construction of water facilities necessary to meet the
requirements of the people of this state, and nothing in this chapter shall be construed to affect the
authority of the department under any other provision of law.

Consistent with California Water Code Sections 1195011954, the City has implemented various water
conservation efforts (i.e., DMM 1 through DMM 16 described in the Citys UWMP), as well as a Water
Shortage Contingency Plan, locally known as the Emergency Water Conservation Plan (EWCP) codified
4.12-6

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12 Utilities and Service Systems

in City Ordnance No. 2073 that identifies actions that can be taken to respond to a catastrophic
interruption of water supply.

Water Code 10910 et seq. (Senate Bill 610)


In 2002, the California Legislature adopted legislation concerning water supply planning efforts in
California. Codified as Water Code 10910 et seq., the law coordinates local water supply and land use
decisions to assist Californias cities and counties with respect to adequate water supplies. Section 10910
requires cities and counties to prepare WSAs when considering approval of certain development projects
in order to determine whether projected water supplies can meet the projects anticipated water demand.
The projects for which WSAs must be prepared include (a) a residential development of more than
500 dwelling units; (b) a shopping center or business employing more than 1,000 people or having more
than 500,000 square feet (sf) of floor space; (c) a commercial office building employing more than
1,000 people or having more than 250,000 sf; (d) a hotel or motel with more than 500 rooms; (e) an
industrial or manufacturing establishment housing more than 1,000 people or having more than
650,000 sf or 40 acres; (f) a mixed-use project containing any of the foregoing; or (g) any other project
that would have a water demand at least equal to a 500-dwelling-unit project. The WSA, which is also
required as part of the CEQA process, includes an identification of existing water supply assessments,
water rights, or water service contracts relevant to the identified water supply for the proposed project
and water received in prior years pursuant to those entitlements, rights, and contracts. If the water
demand for the proposed development has been accounted for in a recently adopted UWMP, the water
supplier may incorporate information contained in that Plan to satisfy certain requirements of a WSA
(California 2005).

Government Code 66473.7 (Senate Bill 221)


Other recent legislation prohibits approval of a tentative map, a parcel map for which a tentative map
was not required, or a development agreement for a subdivision of property of more than 500 dwelling
units, unless the applicable legislative body or the designated advisory agency provides written
verification from the applicable public water system that a sufficient water supply is available or, in the
alternative, a specified finding is made by the local agency that sufficient water supplies are, or will be,
available prior to completion of the project. Sufficient water supply is the total water supplies available
during normal, single-dry, and multiple-dry years within a 20-year projection that will meet the projected
demand of the proposed subdivision.

Local Regulations
Integrated Resources Plan
The Integrated Resources Plan (IRP), approved by MWD in May 2004, establishes regional targets for
developing water supply. Portions of the IRP address conservation, local supplies, State Water Project
supplies, Colorado River Aqueduct supplies, water drawn from regional storage, and Central Valley water
transfers. The 2003 Update of the IRP ensures that MWD will have a reliable supply of water through
2025.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12-7

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

City of Santa Ana General PlanConservation Element


The Conservation Element of the General Plan is designed to preserve, maintain, and properly use
natural resources to enhance the environmental quality and to protect the public health, safety, and
welfare of the community through effective management. The following policies are related to water
supply services for the Transit Zoning Code (SD 84A and SD 84B) area.
Objective 1.2

Provide sufficient water of adequate quality for all users

Objective 2.1

Conserve water resources in commercial, industrial, residential, and recreational


uses.

Consistency Analysis
As part of the analysis for this EIR, the City has evaluated the availability of sufficient water supplies for
City residents. Within the context of the City of Santa Anas projected demands through 2030, the
Transit Zoning Code (SD 84A and SD 84B) represents just one percent of anticipated demands in the
City. The water demand associated with the Transit Zoning Code (SD 84A and SD 84B) does not exceed
the supply of groundwater available from the Orange County groundwater basin and imported water
available from MWD. Water conservation practices within the boundaries of the Transit Zoning Code
(SD 84A and SD 84B) would be in the same manner as the remainder of the City and in accordance with
current City regulations and practices. As such, the Transit Zoning Code (SD 84A and SD 84B) would be
considered consistent with the goals and policies of the Citys Conservation Element.

4.12.3

Project Impacts and Mitigation

Analytic Method
In preparing this EIR, projected water use was calculated using the generation factors based on the
assumption of the unit water demand by area. According to the Water Supply Assessment prepared for
the proposed project (PBS&J 2010), to determine the water demand of the various land uses proposed,
water use demand factors were formulated based on data from the Citys UWMP and an American Water
Works Association publication Forecasting Urban Water Demand. Unit demand factors were calculated for
all land use categories (within the Transit Zoning Code (SD 84A and SD 84B) area). The majority of
residential land uses projected in the study area consists of very high density, multi-family residential. The
Unit Demand Factors used are given in Table 4.12-3 (United Water Demand Factors):
The demand generated by the proposed project would be compared to City supplies to assess the impact
of the proposed project on the water supply.

4.12-8

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12 Utilities and Service Systems

Table 4.12-3

Unit Water Demand Factors

Land Use Category

Unit Water Demand Factor

Retail

0.10 gpd/sf

Commercial

0.09 gpd/sf

Industrial

0.08 gpd/sf

Civic

0.11 gpd/sf

Green

4.00 ft

Single Family Residential

0.55 afy/units

Multiple Family Residential

150 gpd/units

SOURCE:

PBS&J. Water Supply Assessment for the proposed Transit Zoning


Code. January 2010.

Thresholds of Significance
The following thresholds of significance are based on Appendix G of the CEQA Guidelines, except
where noted. For purposes of this EIR, implementation of the Transit Zoning Code (SD 84A and
SD 84B) may have a significant adverse impact on water if it would do any of the following:
Require or result in the construction of new water treatment facilities or expansion of existing
facilities, the construction of which could cause significant environmental effects
Require new or expanded water entitlements and resources if there are not sufficient water supplies
available to serve the project from existing entitlements and resources

Effects Found to Have No Impact


There are no Effects Found to Have No Impact with respect to water supply.

Effects Found to Be Less Than Significant


Threshold

Impact 4.12-1

Would the project have sufficient water supplies available to serve the project
from existing entitlements and resources, or are new or expanded entitlements
needed?

Long-term cumulative development pursuant to the Transit Zoning Code


(SD 84A and SD 84B) would generate an additional demand for water, but
would not require water supplies in excess of existing entitlements and
resources or result in the need for new or expanded entitlements. This is
considered a less-than-significant impact.

Domestic water for the Transit Zoning Code (SD 84A and SD 84B) area is supplied by both
groundwater and imported surface water sources, as discussed above. In 2009, a majority of water
supplied to the Transit Zoning Code (SD 84A and SD 84B) area was supplied by groundwater from the
Orange County Groundwater Basin. Specifically, approximately 69 percent of the water supplied by the

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12-9

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Citys service area was supplied by groundwater from the Orange County Groundwater Basin, and the
remaining 31 percent of water supply was provided by MWD. As it currently exists, the total existing
water demand for the proposed project site is approximately 994.37 acre-feet annually as shown in
Table 4.12-4 (Existing Water Demand in the Area).
Table 4.12-4

Existing Water Demand in the Area

Square Footage

Dwelling Units

Acreage

Demand Factor

Total Demand
(acre-ft/year)

306,000

0.10 gpd/sfa

34.28

Commercial

1,456,926

0.09 gpd/sfa

146.88

Industrial

1,080,000

0.08 gpd/sfa

96.78

gpd/sfa

51.39

Land Use

Retail

Civic

417,108

Green

21,780

0.5

0.11

4.0 acre-ft/acreb

Subtotal Nonresidential

2.00
331.33

Single Family Residential

1,120

0.55

Multiple Family Residential

280

150 gpd/DUd

47.05

1,400

663.05

Subtotal Residential

afy/DUc

616.00

Existing Demand

994.37

a. Billings, Bruce R., and C. Vaughn Jones. Forecasting Urban Water Demand. 1996. American Water Works Association.
b. Based on calculated irrigation demand, Table 4 1 (City of Santa Ana Climate Summary).
c. City of Santa Ana Urban Water Management Plan, 2005, average residential water use per dwelling unit, 2010-2030.
d. Utah Department of Natural Resources. Identifying Residential Water Use, 2001, national average (outside state of Utah).

Buildout of the Transit Zoning Code (SD 84A and SD 84B) would allow a maximum net of 387,000 sf
of retail, 124,000 fewer sf of commercial, 990,000 fewer sf of industrial, 21,000 fewer sf of civic, 15.5
acres of open/green space and 4,075 residential units at completion, including existing uses that would
remain.
As stated previously, a WSA was prepared to assess the water demand and supply conditions for the
project area and assess the availability of water in the future. As shown in Table 4.12-5 (Projected Transit
Zoning Code Buildout Demand), the water demand for the overall buildout of the proposed project is
1,125.37 afy. Nearly all (75 percent) of the total water demand can be attributed to residential uses. As
shown in Table 4.12-6 (Net Change in Water Demand Plan Area), the proposed uses allowed under the
Transit Zoning Code (SD 84A and SD 84B) would result in a net increase of 131 afy. This was calculated
using the net new development which considered the units to be demolished, the total new development,
as well as uses that would not be developed and remain.

4.12-10

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12 Utilities and Service Systems

Table 4.12-5
Land Use

Retail
Commercial

Projected Transit Zoning Code Buildout Demand


Square Footage

Dwelling Units

Acreage

Demand Factor

Total Demand
(acre-ft/year)

693,000

0.10 gpd/sfa

77.63

1,332,926

0.09 gpd/sfa

134.38

90,000

0.08 gpd/sfa

8.07

gpd/sfa

0.99

Industrial
Civic

8,000

Green

680,000

15.5

Subtotal Nonresidential

0.11

4.0 ft/acre/yearb

62.00

2,803,926

283.05

Single Family Residential

326

0.55

Multiple Family Residential

3,946

150 gpd/DUd

Subtotal Residential

afy/DUc

179.30
663.01

4,272

842.31

Total Demand

1,125.37 afy

a. Billings, Bruce R., and C. Vaughn Jones. Forecasting Urban Water Demand.1996.American Water Works Association.
b. Based on calculated irrigation demand, Table 4-1 (City of Santa Ana Climate Summary).
c. City of Santa Ana Urban Water Management Plan, 2005, average residential water use per dwelling unit, 2010-2030.
d. Utah Department of Natural Resources. Identifying Residential Water Use, 2001, national average (outside state of Utah).

Table 4.12-6

Net Change in Water Demand Plan Area


Million Gallons/Day

Total Demand
(acre-ft/year)

Total Transit Code Zoning Demanda

346.5

1,125.4

Total Existing Area Demandb

324.0

994.4

22.5

131

Net Change in Demand

a. Table 4.12-4 (Projected Transit Zoning Code Buildout Demand)


b. Table 4.12-3 (Existing Water Demand in the Area)

Within the context of the City of Santa Anas projected demands through 2030, the overall project
demand represents just two and a half percent of anticipated demands in the City. Furthermore, the net
increase of demand accounts for less than 7 percent of anticipated growth in water demand between
2010 and 2030 (PBS&J 2010). According to the WSA prepared for the project, in years of normal and
above-normal precipitation, the City has adequate supplies to serve 100 percent of its normal-, singledry-, and multiple-dry-year demand up to 2030. If MWD were to impose Stage 3 reductions,
commencing in 2030 the City could anticipate a potential supply shortfall and would implement
subsequent phases of its current EWCP.
Thus, water supply with adequate volumes, pressure and quality is expected to be available at all times to
the Transit Zoning Code (SD 84A and SD 84B) area. Thus, the impact of the proposed project on water
services would be less than significant. However, should infrastructure improvements to the existing
water system be required or additional facilities be deemed necessary, individual property developers
would be required to pay their fair share of the cost of all or portions of the needed improvements.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12-11

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Threshold

Would the project require or result in the construction of new water treatment
facilities or expansion of existing facilities, the construction of which could cause
significant environmental effects?

Impact 4.12-2

Long-term cumulative development pursuant to the Transit Zoning Code


(SD 84A and SD 84B) would not require or result in the construction of
new or expanded water treatment facilities, the construction of which
could cause significant environmental effects. This is considered a lessthan-significant impact.

As discussed above, the Citys imported surface water supply is primarily treated at the MWD Diemer
Filtration Plant, located in Yorba Linda, with a treatment capacity of approximately 520 MGD, flowing at
an average of 140 MGD in the winter (27 percent capacity) and 375 MGD in the summer (72 percent
capacity). In addition to Diemer-treated imported water, the City also receives potable water from
MWDs Weymouth Filtration Plant, located in La Verne, which operates at approximately 42 percent
capacity during the winter and 65 percent capacity during the summer.
Additional development accommodated under the proposed project would increase water use within the
City, thus potentially increasing the need for water treatment services. As discussed above, within the
context of the City of Santa Anas projected demands through 2030, this represents just two and a
half percent of anticipated demands in the City. Further, the projects expected demand at buildout of
1,125.37 afy accounts for less than 7 percent of anticipated growth in water demand between 2010 and
2030. The proposed projects demands would not therefore, be expected to exceed the capacity of the
groundwater wells from the Orange County Groundwater Basin and treated water available from MWD;
therefore, the existing capacities of the wells and MWDs water treatment plant would be sufficient
through 2030.
Implementation of the Transit Zoning Code (SD 84A and SD 84B) would not require or result in the
construction of new water treatment facilities or the expansion of existing facilities, and impacts would
be less than significant. No mitigation would be required.

4.12.4

Cumulative Impacts

The geographic context for the analysis of cumulative impacts associated with water systems would be
the service area of the Citys water provider, MWD. The cumulative analysis was completed using water
provider projections for the Transit Zoning Code (SD 84A and SD 84B) area.
Currently, the City and MWD provide water service to the Transit Zoning Code (SD 84A and SD 84B)
area. Although all water providers are required to prepare plans to ensure that adequate water supplies
exist for future growth, there is ongoing controversy surrounding the states water supply and
distribution efforts. According to the WSA prepared for the project, MWD, the Citys provider of
imported water, and OCWD will have adequate supplies to supply the project In addition, the
implementation of conservation measures would be required on a project-specific basis and water
shortage contingency plans would further reduce additional water demand. Finally, future development is

4.12-12

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12 Utilities and Service Systems

required to adhere to Section 10910 of the California Water Code. Therefore, the cumulative impact to
water supply would be less than significant.

Sewer Services
4.12.5

Environmental Setting

The Water Resources Division of the Public Works Department handles wastewater collection within the
City by maintaining 390 miles of local sewer lines, 7,630 manholes, and two lift stations. Waste from the
Citys wastewater collection system is treated by the Orange County Sanitation District (OCSD), which
operates the third largest wastewater treatment system on the west coast, consisting of nearly 600 miles
of trunk sewers and 200 miles of subtrunk sewers, two regional treatment plants, and an ocean disposal
system (Santa Ana 2005). The OCSD service area includes 471 square miles of central and northwest
Orange County including the City of Santa Ana (OCSD n.d.a).
The plant provides advanced primary and secondary treatment through an activated sludge system. The
secondary effluent is either blended with the advanced primary effluent and routed to the ocean disposal
system, or is sent to the Orange County Water District facilities for advanced treatment and recycling
Current primary treatment capacity for Reclamation Plant No. 1 is 218 mgd of wastewater, with an
average daily flow of 120 mgd. Remaining capacity at this plant is 98 mgd. The plant is designed to
provide primary treatment to 108 mgd and secondary treatment to 110 mgd (Huntington Beach 2009).
Currently, the sewage from the City is diverted to Reclamation Plant No. 1 in the City of Fountain
Valley. The OCSD Reclamation Plant No. 1 currently maintains a design capacity of 218 million gallons
per day (mgd) and treats an average of 120 mgd. Remaining capacity at this plant is 98 mgd. The plant is
designed to provide primary treatment to 108 mgd and secondary treatment to 110 mgd. The primary
treatment system will be increased to a design capacity of 198 mgd during the current discharge permit
term (CRWQCB n.d.). However, Reclamation Plant No. 1 is currently unable to treat all average daily
flows to secondary treatment levels. This plant is currently being upgraded to add an additional 60 mgd
of secondary treatment capacity (Huntington Beach 2009.) The major processes are preliminary
treatment, primary treatment, anaerobic digestion, secondary treatment, and solids handling (OCSD
n.d.b). Reclamation Plant No. 2 is located in the City of Huntington Beach adjacent to the Santa Ana
River and about 1,500 feet from the ocean. This plant provides a mix of advanced primary and secondary
treatment. The plant receives raw wastewater through five major sewers. Approximately 33 percent of
the influent receives secondary treatment through an activated sludge system, and all of the effluent is
discharged into the ocean disposal system. OCSDs treated wastewater is discharged through a 120-inch
outfall at a depth of about 200 feet below sea level and nearly 5 miles offshore from the mouth of the
Santa Ana River. Current capacity for Reclamation Plant No. 2 is 168 mgd of primary treated wastewater
and 90 mgd of secondary treated wastewater. The current average flow is 151 mgd; thus, remaining
capacity at this plant is approximately 24 mgd. This plant is currently being upgraded to add 60 mgd of
secondary treatment capacity (OCSD n.d.).
OCSD also reclaims up to 10 million gallons of treated wastewater every day, which is sent for further
processing and then used for landscape irrigation and for injection into the groundwater seawater
City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12-13

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

intrusion barrier (OCSD n.d.a). The existing sewer lines are identified in Figure 4.12-2 (Sewer Lines in
Transit Zoning Code Area). In addition, the existing storm water drains within the Transit Zoning Code
(SD 84A and SD 84B) area are shown in Figure 4.12-3 (Storm Drains in Transit Zoning Code Area).
Expansion plans by OCSD are ongoing and designed to address the incremental increase in sewage
generation as a result of a new development. The City of Santa Ana also continues to maintain local
sewer lines and upgrades being made as part of individual projects.

4.12.6

Regulatory Framework

Federal Regulations
National Pollution Discharge Elimination System (NPDES) Permits
The NPDES permit system was established in the Clean Water Act (CWA) to regulate both point source
discharges (a municipal or industrial discharge at a specific location or pipe) and nonpoint source
discharges (diffuse runoff of water from adjacent land uses) to surface waters of the United States. For
point source discharges, such as sewer outfalls, each NPDES permit contains limits on allowable
concentrations and mass emissions of pollutants contained in the discharge.

State
Disposal of Biosolids
Title 40 of the Code of Federal Regulations (CFR) Part 503, Title 23 California Code of Regulations, and
standards established by the RWQCB regulate the disposal of biosolids.

Water Conservation Projects Act


Californias requirements for water conservation are codified in the Water Conservation Projects Act of 1985
(Water Code Sections 1195011954), as reflected below:
11952(a). It is the intent of the Legislature in enacting this chapter to encourage local agencies and private
enterprise to implement potential water conservation and reclamation projects.

Local
City of Santa Ana General Plan- Conservation Element
The Conservation Element of the General Plan is designed to preserve, maintain, and properly use
natural resources to enhance the environmental quality and to protect the public health, safety, and
welfare of the community through effective management. The following policies are related to sewer
services for the Transit Zoning Code (SD 84A and SD 84B) area.

4.12-14

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

15
6

6
18

NORTH
SCALE IN FEET

Source: Moule & Polyzoides Architects and Urbanists, 2007; PBS&J, 2010.

01101 | JCS | 10

FIGURE 4.12-2

Sewer Lines in the Transit Zoning Code Area


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

NORTH
SCALE IN FEET

Source: Moule & Polyzoides Architects and Urbanists, 2007; PBS&J, 2010.

01101 | JCS | 10

FIGURE 4.12-3

Storm Drains in the Transit Zoning Code Area


0D2136700

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12 Utilities and Service Systems

Objective 1.4

Assure adequate sewer treatment facilities to meet population


and economic growth requirements.

Consistency Analysis
Wastewater generation is correlated with water usage and continued water conservation practices would
reduce the volume of wastewater generated. New developments under implementation of the proposed
Transit Zoning Code (SD 84A and SD 84B) area would continue to comply with all provisions of the
NPDES program and would be required to comply with all applicable wastewater discharge requirements
issued by the State Water Resources Control Board (SWRCB) and RWQCB. OCSD and the City would
maintain local sewer lines and perform upgrades on an as-needed basis. Sewer treatment practices within
the boundaries of the Transit Zoning Code (SD 84A and SD 84B) would be in the same manner as the
remainder of the City and in accordance with current City regulations and practices. As such, the Transit
Zoning Code (SD 84A and SD 84B) would be considered consistent with the goals and policies of the
Citys Conservation Element.

4.12.7

Project Impacts and Mitigation

Analytic Method
To determine wastewater and sewage impacts associated with implementation of the Transit Zoning
Code (SD 84A and SD 84B), estimated future wastewater flows shown in Table 4.12-7 (Existing
Wastewater Demand for the Proposed Transit Zoning Code Project Area) shows the current demand.
Table 4.12-8 (Overall Wastewater Demand for the Proposed Transit Zoning Code Project Area) shows
the net difference in wastewater demand as a result of buildout of the project. For the purposes of this
analysis, it was assumed that wastewater generation is equivalent to 85 percent of water demand.
Table 4.12-7

Land Use

Existing Wastewater Demand for the


Proposed Transit Zoning Code Project Area
Existing Development

Unit Water
Demand Factor

Wastewater Generated (gpd)

Retail

0.085

306,000 sf

26,010

Commercial

0.0765

1,456,926 sf

111,454

Industrial

0.068

1,080,000 sf

73,440

Civic

0.0935

417,108 sf

39,000

127.5 gpd/unit

1,400 units

178,500

428,404

Residential
Total

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12-19

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.12-8

Overall Wastewater Demand for the


Proposed Transit Zoning Code Project Area
Existing Development

Unit Water
Demand Factor

Land Use

Wastewater Generated (gpd)

Retail

0.085

693,000 sf

58,905

Commercial

0.0765

1,332,926 sf

101,969

Industrial

0.068

90,000 sf

6,120

Civic

0.0935

8,000 sf

748

127.5 gpd/unit

4,272 units

544,680

712,422

Residential
Total

Thresholds of Significance
The following thresholds of significance are based on Appendix G of the CEQA Guidelines. For
purposes of this EIR, implementation of the Transit Zoning Code (SD 84A and SD 84B) may have a
significant adverse impact on wastewater conveyance systems or treatment facilities if it would do any of
the following:
Exceed wastewater treatment requirements of the applicable Regional Water Quality Control
Board
Require or result in the construction of new wastewater treatment facilities or expansion of existing
facilities, the construction of which could cause significant environmental effects
Result in a determination by the wastewater treatment provider which serves or may serve the
project that it has inadequate capacity to serve the projects projected demand in addition to the
providers existing commitments

Effects Found to Have No Impact


There are no Effects Found to Have No Impact with respect to wastewater.

Effects Found to Be Less Than Significant


Threshold

Impact 4.12-3

Would the project exceed wastewater treatment requirements of the applicable


Regional Water Quality Control Board?

Long-term cumulative development pursuant to the Transit Zoning Code


(SD 84A and SD 84B) would not exceed wastewater treatment
requirements of the Orange County Sanitation District. This is considered
a less-than-significant impact.

The City of Santa Ana requires NPDES permits, as administered by the RWQCB, according to federal
regulations for both point source discharges (a municipal or industrial discharge at a specific location or

4.12-20

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12 Utilities and Service Systems

pipe) and nonpoint source discharges (diffuse runoff of water from adjacent land uses) to surface waters
of the United States. For point source discharges, such as sewer outfalls, each NPDES permit contains
limits on allowable concentrations and mass emissions of pollutants contained in the discharge.
New development under implementation of the proposed Transit Zoning Code (SD 84A and SD 84B)
area would continue to comply with all provisions of the NPDES program, as enforced by the RWQCB.
Therefore, the proposed Transit Zoning Code (SD 84A and SD 84B) would not result in an exceeding of
wastewater treatment requirements. Additionally, the NPDES Phase I and Phase II requirements would
regulate discharge from construction sites. All future projects under the proposed Transit Zoning Code
(SD 84A and SD 84B) area would be required to comply with all applicable wastewater discharge
requirements issued by the State Water Resources Control Board (SWRCB) and RWQCB. Therefore,
implementation of the proposed project would not exceed applicable wastewater treatment requirements
of the RWQCB with respect to discharges to the sewer system or stormwater system within the City. A
less-than-significant impact would occur, and no mitigation is required.
Threshold

Impact 4.12-4

Would the project require or result in the construction of new or expanded


wastewater treatment facilities or expansion of existing facilities, the construction
of which could cause significant environmental effects?

Long-term cumulative pursuant to the Transit Zoning Code (SD 84A and
SD 84B) could require the construction of new or expanded wastewater
conveyance systems, the construction of which would not cause significant
environmental effects. This is considered a less-than-significant impact.

As shown in Table 4.12-8, the project would result in a total demand of 712,422 gpd. However, as shown
in Table 4.12-7, existing demand for wastewater conveyance and disposal is 428,404 gpd. Therefore, net
increase in demand for wastewater conveyance and disposal is 284,018 gpd. As stated previously, OCSD
maintains certain trunk sewer lines that may require expansion on an as-needed basis due to incremental
increases in sewage generation as a result of a new development. The City would also maintain local
sewer lines and upgrades as part of individual projects. Implementation of the following mitigation
measure would ensure that any new development within the Transit Zoning Code (SD 84A and SD 84B)
area does not result in an exceedance of an existing sewer conveyance capacity for City and OCSD
facilities.
MM4.12-2

Individual project applicants shall prepare site-specific sewer evaluations, including flow monitoring
and modeling, during the project design to determine the adequacy of the existing sewer pipe capacity in
the affected project area lines. The evaluation shall be submitted to the City of Santa Ana or OCSD,
as appropriate, for review and approval prior to issuance of building permits. Any recommendations
made in the site-specific sewer evaluations shall be incorporated into the design of each individual
project.

Also, In addition, because wastewater generation is correlated with water usage, continued water
conservation practices would reduce the volume of wastewater generated. As a result of the mitigation
measure and conservation practices, the impact of development under the Transit Zoning Code (SD 84A

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12-21

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

and SD 84B) to the wastewater conveyance system would be less than significant, and no further
mitigation is required.
Threshold

Would the project result in a determination by the wastewater treatment provider


that serves or may serve the project that it has inadequate capacity to serve the
projects projected demand in addition to the providers existing commitments?

Impact 4.12-5

Long-term cumulative development pursuant to the Transit Zoning Code


(SD 84A and SD 84B) would not increase wastewater generation such that
treatment facilities would be inadequate to serve the projects projected
demand in addition to the providers existing commitments. This is
considered a less-than-significant impact.

New development under implementation of the proposed Transit Zoning Code (SD 84A and SD 84B)
would generate additional demand on the existing sewer system from increased sewage flows. New
residential, commercial, and office growth would generate wastewater that would require treatment. As
described in the Existing Conditions section, wastewater service within the project area is provided by
the City and OCSD. Wastewater from the Citys system and OCSD is treated by the OCSD at
Reclamation Plant No. 1 in the City of Fountain Valley. The OCSD Treatment Plant No. 1 currently
maintains a design capacity of 218 MGD and treats on average a flow of 120 MGD. The treatment plant
serving the City is operating below their design capacity.
The additional 284,018 gpd of wastewater, as stated above under Impact 4.12-4, would be distributed to
Treatment Plant No. 1, which has the capacity to treat the full increase in sewage from development in
the proposed Transit Zoning Code area. Increased wastewater due to new development under
implementation of the proposed Transit Zoning Code could be accommodated within the existing
treatment infrastructure, expansion would not be required. Therefore, impacts to the wastewater
treatment facilities associated with increased growth in the City would be less than significant and no
mitigation is required.

4.12.8

Cumulative Impacts

The geographic context for the analysis of cumulative impacts associated with sewage treatment systems
and recycled water conveyance systems would be the wastewater service providers areas for the project
area.
Currently, the City of Santa Ana and OCSD provide wastewater infrastructure to the project area. OCSD
provides regional wastewater treatment service. Development of cumulative projects within the
wastewater service providers areas, including the proposed project, would generate additional quantities
of wastewater, depending on net increases in population, square footage, and intensification of uses.
Cumulative projects would contribute to the overall regional demand for wastewater treatment service.
The design capacities of the wastewater treatment facilities are based on the regional growth forecast
adopted by SCAG, which in turn is based on cities general plans and other forecasts of SCAGs member
cities. As analyzed in Section 4.09 of this EIR, full buildout of the proposed project will not exceed the

4.12-22

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12 Utilities and Service Systems

SCAGs growth projections for the City. Additionally, the existing treatment plants operate well below
their design capacity. Thus, it is anticipated that cumulative development would not exceed the capacity
of the wastewater treatment system. This cumulative impact is considered less than significant. The
City would continue to implement water conservation measures that would result in a decrease in
wastewater generation, and each of the wastewater treatment plants would still have excess capacity.
Consequently, the proposed Transit Zoning Code (SD 84A and SD 84B) would not result in a
cumulatively considerable contribution to an impact on wastewater treatment. The cumulative impact of
the project would be less than significant.
Cumulative growth in the wastewater service providers areas could result in the need for additional
wastewater conveyance infrastructure, which could result in significant cumulative impacts depending
upon the nature and extent of the proposed improvements. However, any project connecting to the
sewer system is required to pay connection fees in accordance with existing regulations. Existing
regulations ensure that all users pay their fair share for any necessary expansion of the system, including
expansion to wastewater treatment facilities and would ensure that the cumulative impact is less than
significant. Therefore, the projects cumulative impact would be less than significant.

Solid Waste
4.12.9

Environmental Setting

The Orange County Integrated Waste Management Department (OCIWMD) operates the landfills in
Orange County. The City contracts with the Waste Management of Orange County in Santa Ana to
collect and dispose of the Citys solid waste. The solid waste is disposed of at the Frank R. Bowerman
Landfill located in Irvine and Olinda Alpha Landfill located in Brea. The Frank R. Bowerman Landfill is
a 725-acre landfill that opened in 1990 and is operating with a maximum daily permitting capacity of
8,500 tons per day and is expected to remain open until 2053 (OCIWMD n.d.a).20 The Olinda Alpha
Landfill is situated on 565 acres, of which 420 acres are permitted for refuse disposal, with daily
maximum permitted disposal capacity of 8,000 tons (OCIWMD n.d.b). The facility receives
approximately 6,300 tons per day of waste, and the ultimate site capacity is 123.1 million yd. The facility
has an expected closure date of December 2021 (OCIWMD n.d.b).
The City of Santa Ana has a Source Reduction and Recycling Element (SRRE) started in 1992 that aims
at recycling, composting, special waste disposal, and education and public information programs. This
program aimed at diverting 50 percent of the solid waste generated by the City by 2000, in compliance
with AB939, is discussed below. The City presently diverts approximately 60 percent of the solid waste
generated.

Orange County Waste and Recycling Website. http://egov.ocgov.com/ocgov/Info%20OC/Departments%20&%20


Agencies/OC%20Waste%20&%20Recycling/Landfill%20Information. Accessed January 7, 2010.
20

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12-23

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Federal
With the exception of determining where disposal sites are located and operational standards, there are
no applicable federal laws, regulations, or policies that pertain to solid waste.

State
At the state level, the management of solid waste is governed by regulations established by the California
Integrated Waste Management Board (CIWMB), which delegates local permitting, enforcement, and
inspection responsibilities to Local Enforcement Agencies. In 1997, some of the regulations adopted by
the State Water Quality Control Board pertaining to landfills (Title 23, Chapter 15) were incorporated
with CIWMB regulations (Title 14) to form Title 27 of the California Code of Regulations.

California Solid Waste Reuse and Recycling Access Act of 1991


The California Solid Waste Reuse and Recycling Access Act of 1991 requires each jurisdiction to adopt an
ordinance by September 1, 1994 requiring each Development Project to provide an adequate storage
area for collection and removal of recyclable materials.

California Integrated Waste Management Board


At the state level, the management of solid waste is governed by regulations established by the CIWMB,
which delegates local permitting, enforcement, and inspection responsibilities to local enforcement
agencies. In 1997, some of the regulations adopted by the State Regional Water Quality Control Board
pertaining to landfills (Title 23, Chapter 15) were incorporated with CIWMB regulations (Title 14) to
form Title 27 of the California Code of Regulations.

AB 939California Integrated Waste Management Act


In 1989, the Legislature adopted the California Integrated Waste Management Act of 1989 (AB 939),
which established an integrated waste management hierarchy that consists of the following in order of
importance: source reduction, recycling, composting, and land disposal of solid waste. The law also
required that each county prepare a new Integrated Waste Management Plan. The Act further required
each city to prepare a Source Reduction and Recycling Element (SRRE) by July 1, 1991. Each source
reduction element includes a plan for achieving a solid waste goal of 25 percent by January 1, 1995, and
50 percent by January 1, 2000. Senate Bill (SB) 2202 made a number of changes to the municipal solid
waste diversion requirements under the Integrated Waste Management Act. These changes included a
revision to the statutory requirement for 50 percent diversion of solid waste to clarify that local
government shall continue to divert 50 percent of all solid waste on and after January 1, 2000.

4.12-24

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12 Utilities and Service Systems

Local
City of Santa Ana General Plan- Conservation Element
The Conservation Element of the General Plan is designed to preserve, maintain, and properly use
natural resources to enhance the environmental quality and to protect the public health, safety, and
welfare of the community through effective management. The following policies are related to solid
waste services for the Transit Zoning Code (SD 84A and SD 84B) area:
Objective 1.3

Provide safe, land-conserving disposal of solid waste.

Consistency Analysis
The percentage of waste produced within the proposed plan area represents a small percentage of the
overall solid waste that is accumulated throughout the City. The waste generated by the development
under implementation of the Transit Zoning Code (SD 84A and SD 84B) includes less than 0.1 percent
of the existing maximum permitted capacity of 8,500 tons per day of the Frank R. Bowerman landfill. In
addition, development with the Transit Zoning Code area would participate in the Citys recycling
program to reduce long-term solid waste disposal service impacts. Waste generated within the boundaries
of the Transit Zoning Code (SD 84A and SD 84B) would be disposed of in the same manner as the
remainder of the City and in accordance with current City regulations and practices. As such, the
proposed project would be considered consistent with the goals and policies of the Citys Conservation
Element.

4.12.10 Project Impacts and Mitigation


Analytic Method
Solid waste generation under the proposed development was calculated using generation rates based on
the land uses given by the California Integrated Waste Management Board. To determine the impacts on
solid waste disposal resulting from development under implementation of the proposed project, solid
waste generation was compared to the total anticipated capacity at landfills that serve the area.

Thresholds of Significance
The following thresholds of significance are based on Appendix G of the CEQA Guidelines. For
purposes of this EIR, long-term cumulative development pursuant to the Transit Zoning Code may have
a significant adverse impact on solid waste if it would do any of the following:
Be served by a landfill with insufficient permitted capacity to accommodate the projects solid
waste disposal needs21

This standard has been re-written from a positive sense (sufficient) to a negative sense (insufficient) for ease of
comprehension.
21

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12-25

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Fail to comply with applicable federal, State, and local statutes and regulations related to solid
waste22

Effects Found to Have No Impact


There are no Effects Found to Have No Impact with respect to solid waste.

Effects Found to Be Less Than Significant


Threshold

Would the project be served by a landfill with insufficient permitted capacity to


accommodate the projects solid waste disposal needs?

Impact 4.12-6

Long-term cumulative development pursuant to the Transit Zoning Code


would not generate solid waste that exceeds the permitted capacity of
landfills serving the area. This is considered a less-than-significant impact.

As discussed previously, the majority of solid waste generated within the Transit Zoning Code (SD 84A
and SD 84B) area is hauled to the Frank R. Bowerman Landfill located in Irvine and the Olinda Alpha
Landfill located in Brea. The increase in solid waste generation anticipated from buildout of the Transit
Zoning Code (SD 84A and SD 84B) will be 1,790 pounds/day (0.895 tons/day), as shown in
Table 4.12-9 (Net Increase in Solid Waste Generation). This is an increase of approximately 6.5 percent
over existing conditions.
Table 4.12-9

Net Increase in Solid Waste Generation

Existing Uses to be Converted

Land Use

Solid Waste
Generation Rates
(lbs/unit/day)

Transit Zoning Code Buildout

Waste
Generated
(lbs/day)

Net Difference

Waste
Generated
(lbs/day)

Waste
Generated
(lbs/day)

Retail

0.006 lbs/sf/day

306,000

1,836

693,000

4,158

387,000

2,322

Commercial

0.006 lbs/sf/day

124,000

744

-124,000
sf

-744

Industrial

0.006 lbs/sf/day

1,080,000

6,480

90,000

540

-990,000
sf

-5,940

Civic

0.006 lbs/sf/day

29,000

174

8,000

48

-21,000
sf

-126

4 lbs/dwelling
unit/day

197

788

4,272

17,088

4,075

16,300

Residential

Total
SOURCE:

10,022 lbs/day

21,834 lbs/day

11,812 lbs/day

(5.011 tons/day)

(10.917 tons/day)

(5.906 tons/day)

Estimated Solid Waste Generation Rates by California Integrated Waste Management Board
http://www.ciwmb.ca.gov/wastechar/wastegenrates/

This standard has been re-written from a positive sense (Comply) to a negative sense (Fail to comply) for ease of
comprehension.
22

4.12-26

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12 Utilities and Service Systems

The net increase of approximately 11,812 lbs per day of solid waste, which will result in the generation of
5.906 tons per day, is equivalent to less than 0.1 percent of the existing maximum permitted capacity of
8,500 tons per day for the Frank R. Bowerman Landfill and 8,000 tons per day for the Olinda Alpha
Landfill. Compliance with the Citys recycling program would further reduce long-term solid waste
disposal service impacts. Thus, the proposed project would have a less than significant impact on the
landfill capacity. No mitigation is required.
Threshold

Impact 4.12-7

Would the project fail to comply with applicable federal, state, and local statutes
and regulations related to solid waste?

Long-term cumulative development under the implementation of the


Transit Zoning Code (SD 84A and SD 84B) would comply with all
applicable federal, state, and local statutes and regulations related to solid
waste. This is considered a less-than-significant impact.

As described above, the California Integrated Waste Management Act of 1989 (AB 939) requires that local
jurisdictions divert at least 50 percent of all solid waste generated by January 1, 2000. Per the City
program, individual projects within the Transit Zoning Code (SD 84A and SD 84B) would be required to
comply with the Source Reduction and Recycling Element (SRRE) program for diverting the solid waste.
The City already diverts 60 percent of its solid waste generated and is well above the compliance levels.
Under the SRRE program, implementation of the Transit Zoning Code (SD 84A and SD 84B) would be
consistent with AB 939 as well. Thus, a less-than-significant impact would occur. No mitigation is
required.

4.12.11 Cumulative Impacts


It is considered that, without approved specific plans for substantial expansion of the landfill facilities
that serve the County, solid waste generation from approved and foreseeable cumulative projects in the
project area vicinity would exacerbate regional landfill capacity issues in the future. That is, any additional
solid waste incrementally added to existing facilities will decrease the amount of time until they are
completely full. The implementation of source reduction measures would be required on a projectspecific basis and recycling would partially address landfill capacity issues by diverting additional solid
waste at the source of generation. In addition, the proposed expansion of the Bowerman Landfill to
11,500 tons/day will increase the life of the landfill until 2053. However, the landfill is still in the process
of increasing capacity to accommodate future increases in solid waste, and these improvements are not
yet in place. Therefore, long-term cumulative development under the Transit Zoning Code, (SD 84A and
SD 84B) in combination with other development in the region, could contribute to insufficient permitted
disposal capacity by contributing additional solid waste to regional landfills. Development under the
proposed project would also contribute construction debris to regional landfills, increasing the
cumulative effect. Therefore, the proposed project would be considered cumulatively and cumulative
impacts with respect to the capacity of solid waste facilities would be considered a significant and
unavoidable impact.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12-27

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Energy
4.12.12 Environmental Setting
Electricity
Southern California Edison Company (SCE) is the primary distribution provider for electricity in the
Transit Zoning Code (SD 84A and SD 84B) area.23 SCE is a regulated electrical utility and as such
maintains electrical facilities and infrastructure within the City and surrounding areas. Those facilities and
infrastructure are expected to be used to provide service to the proposed project area under the
applicable rules and tariffs approved by the California Public Utilities Commission (CPUC). Currently,
SCE has no immediate plans for expansion within the City of Santa Ana, as most of the City is built out.
However, every year SCE expands and improves existing facilities according to demand.
SCE derives its electricity from a variety of sources, as shown in Table 4.12-10 (2008 Southern California
Edison Power Content). Nearly half of its electricity comes from natural gas, with renewable resources
constituting another nearly 20 percent.
Table 4.12-10

2008 Southern California


Edison Power Content

Energy Resources

SCE Power Mix (projected)

Eligible Renewable

16%

Biomass & Waste

1%

Geothermal

9&

Small hydroelectric

2%

Solar

1%

Wind

3%

Coal

12%

Large Hydroelectric

7%

Natural Gas

46%

Nuclear

19%

Other

<0%
Total

SOURCE:

100%

SCE 2008 Power Content Label.

The 2005 Integrated Energy Policy Report prepared by the California Energy Commission (CEC)
summarizes Californias electrical and natural gas supplies. Despite improvements in power plant
licensing, highly successful energy efficiency programs and continued technological advances,
development of new energy supplies is not keeping pace with the States increasing demands. A key
23

Southern California Edison. www.sce.com. Accessed January 7, 2010.

4.12-28

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12 Utilities and Service Systems

constraint in energy is the states electricity transmission system. Under most circumstances, the States
power grid is able to reliably deliver energy to consumers; for the majority of the days during the year,
adequate energy supplies are reliably provided to consumers. Californias electricity demand is driven by
short summer peaks, such that reducing peak demand is the essential factor in adequately planning for
the states electrical needs. These peak demands include a few hours to several days each year, such that
managing demand, rather than developing supplies at new power plants for this limited time appears the
most efficient method to meet state needs on peak days. The CEC has developed an action plan which
includes increasing energy capacity in investor-owned utilities, incentives for combined heat and power
projects (cogeneration), energy efficiency programs, and expansion of renewable energy programs.

Natural Gas
Southern California Gas Company (SCGC) provides natural gas service for the proposed project area.
Natural gas is a fossil fuel, indicating that it comes from the ground, similar to other hydrocarbons
such as coal or oil. SCGC purchases natural gas from several bordering states.
California has not experienced a widespread natural gas shortage in many years. Current supplies are
adequate to meet demands, although natural gas storage could be expanded to improve reliability. The
state imports 87 percent of its statewide natural gas supply.
SCGC maintains medium pressure facilities in nearly every street of the City. Most of the major natural
gas transmission pipelines within the project area are owned and operated by SCGC. Gas transmission
lines are located throughout the Transit Zoning Code (SD 84A and SD 84B) area. The facilities found in
the area are medium pressure (P=44 psig max) mains and are steel and plastic pipes primarily 2 to
6 inches in size (Baldwin 2007; SCGC 2007). SCGC customers have the option of purchasing their
natural gas from a list of natural gas suppliers. The list of approved natural gas suppliers is available on
the SCGC website, which is updated periodically (SCGC 2007). The Public Utilities Commission (PUC)
regulates SCGC, who is the default provider required by State law, for natural gas delivery to the
proposed project Area. SCGC has the capacity and resources to deliver gas except in certain situations
that are noted in state law. As development occurs, SCGC will continue to extend its service to
accommodate development and supply the necessary gas lines. SCGC does not base its service levels on
the demands of the project area; rather it makes periodic upgrades to provide service for particular
projects and new development. The gas consumption of the new development in the Transit Zoning
Code area can be estimated only after building sizes and fuel requirements of gas appliances have been
established. Approximately two months before construction commences on a project, SCGC requests
that the developer contact them with detailed information about the projects natural gas requirements. If
necessary, SCGC customizes pipelines and mains to better serve newly constructed facilities. The cost for
such service differs from project to project. SCGC is continuously expanding its network of gas pipelines
to meet the needs of new commercial and residential developments in Southern California.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12-29

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

4.12.13 Regulatory Framework


Federal
No federal policies related to energy apply to the proposed project.

State
California Code of Regulations Title 24
New buildings in California are required to conform to energy conservation standards specified in
Title 24 of the California Code of Regulations (CCR). The standards establish energy budgets for
different types of residential and nonresidential buildings, with which all new buildings must comply. The
energy budget has a space-conditioning component and a water-heating component, both expressed in
terms of energy (BTU) consumed per year. The regulations allow for trade-offs within and between the
components to meet the overall budget.
Energy consumption of new buildings in California is regulated by the State Building Energy Efficiency
Standards, embodied in Title 24 of the CCR. The efficiency standards apply to new construction of both
residential and nonresidential buildings, and regulate energy consumed for heating, cooling, ventilation,
water heating, and lighting. The building efficiency standards are enforced through the local building or
individual agency permit and approval processes.

Local
City of Santa Ana General Plan- Energy Element
The Energy Element of the General Plan is designed to reduce consumption of non-renewable energy to
support, develop, and utilize new energy sources. The following objectives are related to Electricity and
Natural Gas services for the Transit Zoning Code (SD 84A and SD 84B) area.

4.12-30

Objective 1.1

Reduce transportation-related energy consumption.

Objective 1.2

Reduce land use related energy consumption.

Objective 1.3

Reduce construction-related energy consumption.

Objective 1.4

Increase public awareness of energy conservations needs and


means.

Objective 2.1

Utilize efficient new source of energy in City facilities and


vehicles.

Objective 2.2

Cooperate with other cities and regional agencies and private


industry on resource and energy recovery projects.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12 Utilities and Service Systems

Consistency Analysis
The Transit Zoning Code seeks to encourage energy conservation and efficient energy management
practices. The Transit Zoning Code provides a development framework to support efficient modes of
transportation and fixed facilities to encourage transit, bicycle transportation, and walking as alternative
modes of transportation. Developments under the proposed Transit Zoning Code (SD 84A and SD 84B)
would be required to comply with the energy conservation measures contained in Title 24, which would
reduce the amount of energy needed for the operation of any buildings constructed as a part of the
proposed project. The development projects within the boundaries of the Transit Zoning Code (SD 84A
and SD 84B) would implement energy conservation measures (such as energy-efficient lighting and
microprocessor controlled HVAC equipment) to reduce the demand for electricity and natural gas as part
of the project design. The Transit Zoning Code (SD 84A and SD 84B) would encourage use of energy
efficient fixtures and high-performance design in nonresidential and residential building design and
construction to reduce consumption of non-renewable energy to support, develop and utilize new energy
sources. Electric and natural gas consumption practices within the boundaries of the Transit Zoning
Code (SD 84A and SD 84B) would be in accordance with current City regulations and practices. As such,
the proposed project would be considered consistent with the goals and policies of the Citys
Conservation Element.

4.12.14 Project Impacts and Mitigation


Analytic Method
To determine impacts on electricity supply resulting from implementation of the Transit Zoning Code,
the net increase in electricity and gas demands was determined to evaluate whether there will be an
adequate and reliable source of energy for the proposed project and whether any infrastructure
improvements would be necessary.

Thresholds of Significance
The following thresholds of significance address the impacts of a proposed project on energy resources.
For purposes of this EIR, development under implementation of the Transit Zoning Code (SD 84A and
SD 84B) may have a significant adverse impact on energy if it would result in any of the following:
Require or result in the construction of new energy production and/or transmission facilities or
expansion of existing facilities, the construction of which could cause significant environmental
effects
Encourage the wasteful or inefficient use of energy

Effects Found to Have No Impact


There are no Effects Found to Have No Impact with respect to energy.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12-31

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Effects Found to Be Less Than Significant


Threshold

Would the project require or result in the construction of new energy production
and/or transmission facilities or expansion of existing facilities, the construction of
which could cause significant environmental effects?

Impact 4.12-8

Long-term cumulative development pursuant to the Transit Zoning Code


(SD 84A and SD 84B) could increase the demand for electricity and gas,
but would not require or result in the construction of new energy
production or transmission facilities, the construction of which could cause
a significant environmental impact. This is considered a less-thansignificant impact.

The state has recently experienced constraints related to energy supply and delivery. These constraints
were generally limited to peak demand days during the summer months, such that for the majority of the
days during the year, adequate energy supplies are reliably provided to consumers. Development under
implementation of the proposed Transit Zoning Code (SD 84A and SD 84B) would increase use of
electricity in the project area, in particular, the demand for electricity to light, heat, and air condition of
the residential, commercial, and business development within the plan area.
On peak days, the increase in demand from implementation of future development under the proposed
Transit Zoning Code (SD 84A and SD 84B) would contribute to electricity supply and delivery
constraints. However, all future development would be constructed in compliance with Title 24 energy
efficiency standards. The estimated demand for electricity for the proposed project is calculated in the
Tables 4.12-11 (Net Increase in Electricity Demand for Buildout of the Transit Zoning Code Area).
Table 4.12-11

Land Use

Net Increase in Electricity Demand for Buildout of the


Transit Zoning Code Area
Transit Zoning Code Net Buildout

Electricity
Demand Rates

Demand Rates

Retail

13.55 kWh/sf/yr

387,000 sf

5,240,850 kWh

Commercial

13.55 kWh/sf/yr

(124,000) sf

(1,680,200) kWh

Industrial

13.55 kWh/sf/yr

(990,000) sf

(13,414,500) kWh

Civic

12.95 kWh/sf/yr

(21,000) sf

(271,950) kWh

5,626.50 kWh/unit/yr

4,075 units

22,927,987 kWh

Residential

12,802,187 kWh
SOURCE:

SCAQMD CEQA Air Quality Handbook, 1993 KWh = kilowatt-hour; sf = square feet

By the time future development would be constructed under the proposed project, it is expected that
some steps outlined in the CEC action plan will have been implemented to alleviate energy constraints. If
these constraints do remain, they could be addressed through rolling blackouts, which are limited to
specific geographic areas for a period of hours. Further, if energy constraints remain, they are a reflection

4.12-32

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12 Utilities and Service Systems

of the broad energy supply issues experienced by California as a whole, and not unique to the demands
of the development in the City.
Further, the CEC licensed two additional power plants in 2001 that were anticipated to provide
California with electrical energy supply capacity and the ability to meet peak load demand in excess of
forecasts of regional energy supplies. Consequently, although the proposed project would result in an
increased electricity demand in the City, additional energy demands resulting from the proposed project
would be adequately met by current and planned infrastructure during most of the year. Further,
development under the proposed Transit Zoning Code (SD 84A and SD 84B) would be required to
comply with the energy conservation measures contained in Title 24, which would reduce the amount of
energy needed for the operation of any buildings constructed as a part of the proposed project.
Additionally, the current electrical demand of the Transit Zoning Code (SD 84A and SD 84B) area is
within the capacity limitations of the electrical facilities serving the City. Excluding any unforeseen
problems, existing distribution resources have the ability to serve all existing customer loads in
accordance with its rules and tariffs. The projected electrical demand of the project area and for build out
under the proposed Transit Zoning Code (SD 84A and SD 84B) is expected to be within SCEs current
10-year load forecasts. Though SCEs total system demand is expected to continue to increase annually,
excluding any unforeseen problems, SCEs plans for new distribution resources would be adequate to
serve all existing and new customer loads throughout the next decade. However, to reduce any potential
impacts associated with build out of the proposed project, SCE recommends the use of energy efficient
and high-performance design for nonresidential and residential building design and construction.
Therefore, future non-residential projects will be required to implement the following mitigation measure
which utilizes SCE Savings By Design program. This program offers a whole building efficiency
approach during the design phase of the project. It maintains a 15 percent exceedance of the
requirements of Title 24. In addition, design assistance and developer incentives are included in this
program.
MM4.12-3

Individual non-residential project applicants are encouraged to apply for Southern California Edisons
Savings By Design program. The program is aimed at generating an overall reduction in energy use
through design methods and incentive programs by maintaining a 15% or greater exceedance of
Title 24.

Natural Gas
SCGC declares itself a reactive utility and will provide natural gas as customers request its services.
SCGC has also indicated that an adequate supply of natural gas is currently available to serve additional
development, and that the natural gas level of service provided to the City would not be impaired by
buildout under the proposed Transit Zoning Code (SD 84A and SD 84B). Any expansion of service
necessitated by implementation of the proposed project would be in accordance with SCGCs policies
and extension rules on file with the PUC at the time contractual agreements are made. The natural gas
demand projected for the proposed project is given in Table 4.12-12 (Natural Gas Demand for Net
Buildout of the Transit Zoning Code Area). In addition, implementation of mitigation measure
MM4.12-3 would reduce the demand for natural gas in nonresidential buildings.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12-33

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.12-12

Natural Gas Demand for Net Buildout of the Transit


Zoning Code Area
Transit Zoning Code Buildout

Electricity
Demand Rates

Land Use

Demand Rates

Retail

34.8 cf/sf/year

387,000 sf

13,467,600 cf

Commercial

34.8 cf/sf/year

(124,000) sf

(4,315,200) cf

Industrial

34.8 cf/sf/year

(990,000) sf

(34,452,000) cf

Civic

34.8 cf/sf/year

(21,000) sf

(730,800) cf

79,980 cf/unit/year

4,075 units

325 ,918,500 cf

Residential
Total
SOURCE:

299,888,100 cf

SCAQMD CEQA Air Quality Handbook, 1993 cf = cubic feet; sf = square feet

Although the proposed project would result in the energy demand increases noted above, an adequate
energy supply is anticipated to be available, as the electrical and gas supplies and infrastructure to support
demand are provided as needed by SCE and SCGC. Therefore the proposed project would not
substantially increase demands beyond the available supply. In the case of electricity, the cost associated
with relocating the facilities, if required, would be borne by the developer. The developer would also be
required to make contractual arrangements with SCGC prior to initiation of construction for natural gas.
Prior to the issuance of grading permits, the project developer would coordinate with SCE/SCGC to
determine the exact location of all underground and overhead electrical/gas facilities to ensure that all
electrical/gas facilities and associated structures left on-site would be protected from damage.
The project-generated demand for electricity and natural gas would not be substantial in the context of
overall demand within the City of Santa Ana and the state, and thus is not anticipated to require
substantial upgrades or expansion of existing energy systems. While new development under
implementation of the Transit Zoning Code would not increase the energy demand substantially,
mitigation measures are suggested to promote conservation of energy to further reduce a potential
impact.
MM4.12-4

Individual development projects within the boundaries of the Transit Zoning Code (SD 84A and
SD 84B) shall implement energy conservation measures (such as energy-efficient lighting and
microprocessor controlled HVAC equipment) to reduce the demand for electricity and natural gas as
part of the project design. The energy conservation measures shall be subject to modification as new
technologies are developed, or if current technology becomes obsolete, through replacement and shall be
reviewed by the Planning and Building Agency prior to issuance of a building permit.

Implementation of the mitigation measure MM4.12-3 and MM4.12-4 would foster efficient energy use
and ensure that a less than significant impact remains with respect to energy.

4.12-34

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12 Utilities and Service Systems

4.12.15 Cumulative Impacts


Development under the proposed Transit Zoning Code (SD 84A and SD 84B), in combination with all
other development within the SCE and SCGC service areas, would result in the permanent and
continued use of electricity and natural gas resources. However, as both SCE and SCGC are reactive
providers, which supply electricity and natural gas services to customers at their request, it is assumed
that they would be able to serve future developments under the proposed Transit Zoning Code (SD 84A
and SD 84B) build out in combination with all projected future developments within their service
boundaries. Therefore, the projects contribution to these impacts would not be cumulatively
considerable and cumulative impacts to energy demand within the SCE and SCGC service boundaries
would be less than significant.

4.12.16 References
Baldwin, Dave. 2007. E-mail correspondence with Southern California Gas Company, September 5.
California Integrated Waste Management Board (CIWMB). 2007. Estimated Solid Waste Generation Rates.
http://www.ciwmb.ca.gov/wastechar/wastegenrates/ (accessed August 9, 2007).
Chin, Harry. 2007. E-mail correspondence with City of Santa Ana Public Works Agency, August 9.
Garrett, K., and J. Dunn. 1981. Birds of Southern California: Status and Distribution. Los Angeles: Los Angeles
Audubon Society.
Gas CompanyA Sempra Energy Utility. 2008. Natural gas pipeline map. Southern California Gas Company
and San Diego Gas and Electric Company Gas System Expansion Study.
http://www.socalgas.com/regulatory/documents/GasSystemExpansionStudy2008.pdf (accessed
January 28, 2010)
Gonzales, Mary. 2007. E-mail correspondence with City of Santa Ana Public Works Agency, August 14.
Harriel, Mike. 2006. Correspondence with Southern California Gas Company, 21 September.
Huntington Beach. 2009. Beach and Edinger Corridors Specific Plan EIR. SCH 2008071143. Certified
December 8.
Nazaroff, Adam. 2007. E-mail correspondence with Orange County Sanitation District, August 10.
Newport Beach, City of. 2000. Urban Water Management Plan.
Orange County Integrated Waste Management Department (OCIWMD). n.d.a. Frank R. Bowerman
Landfill.http://egov.ocgov.com/portal/site/ocgov/menuitem.02b739dec30413a69add603d100000f
7/?vgnextoid=a43cb0d5a553a110VgnVCM1000005b00610aRCRD&vgnextchannel=0cb245f36dce8
110VgnVCM1000005b00610aRCRD&vgnextfmt=default (accessed January 28, 2010).
. n.d.b. Olinda Alpha Landfill.
http://egov.ocgov.com/portal/site/ocgov/menuitem.02b739dec30413a69add603d100000f7/?vgne
xtoid=32fcb0d5a553a110VgnVCM1000005b00610aRCRD&vgnextchannel=0cb245f36dce8110Vgn
VCM1000005b00610aRCRD&vgnextfmt=default asp (accessed January 28, 2010).
Orange County Sanitation District (OCSD). 2008. Asset Management Plan 20082010.
. 2008. Collection System Model and Strategic Plan Update.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.12-35

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

. 2009. 2009 Strategic Plan.


. n.d.a. Facilities. http://www.ocsd.com/construction/construction_phase/default.asp (accessed
1/28/2010).
. n.d.b. Treating Wastewater. http://www.ocsd.com/info/treating_wastewater/default.asp
(accessed January 28, 2010).
PBS&J. 2010. Water Supply Assessment for the Transit Zoning Code (SD 84A and SD 84B), January.
Robinson, Michiko. 2007. E-mail correspondence with Southern California Gas Company,
September 11.
Santa Ana, City of. 1982. City of Santa Ana General Plan.
. 1997. Draft Land Use Element EIR.
. 2005. Urban Water Management Plan.
Simpson, Joann. 2007. E-mail correspondence with Southern California Gas Company, October 10.
Southern California Air Quality Management District (SCAQMD). 1993. CEQA Air Quality Handbook.
Southern California Edison. 2008. Power Content Label. www.sce.com/NR/5ac9cc0-382b-4e1c-bb0079059037979d/0/2008_SCE_Power_Content_Label.pdf. Accessed January 23, 2010.
. n.d. http://www.sce.com (accessed on January 23, 2010).
Southern California Gas Company (SCGC). 2007. List of Gas Suppliers for Noncore Transportation
Customers. http://www.socalgas.com/business/customer_choice/customers_noncore_
listofesps.shtml (accessed November 26, 2007).
Worrall, Steve. 2007. Email communication with City of Santa Ana Public Works Agency, Water
Department, August 3.

4.12-36

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4.13 Global Climate Change

4.13 GLOBAL CLIMATE CHANGE


4.13.1

Introduction

It is widely recognized that anthropogenic emissions of greenhouse gases and aerosols are contributing to
changes in the global climate, and that such changes could have adverse effects on the environment, the
economy, and public health. Under CEQA, an analysis of the physical and environmental consequences
of climate change and the contributions of individual development projects to this cumulative effect is
therefore required. Greenhouse gases (GHGs) would be emitted as the result of construction, new and
intensified land uses, decomposition of project-related wastes, and through project-related
transportation. This section of the EIR discusses how the proposed project would contribute to
cumulative, global climate change impacts by the emission of GHGs.
During development and operation of the Transit Zoning Code (SD84A and SD 84B) GHGs would be
emitted as the result of construction activities and deliveries; new direct operational sources, such as
natural gas usage; and indirect operational sources, such as production of electricity, transport of water,
and decomposition of project-related wastes. GHGs would also be emitted by residents, visitors, and
employees travelling to and from the Project Area. This EIR discusses how the development proposed
under the Projects Potential Net Development would contribute to emissions of greenhouse gases, as
well as how the proposed Redevelopment Agencys proposed project to demolish 30,000 square feet of
existing structures and construct 220 affordable residential units, a community center, and open space
would likewise contribute to greenhouse gas emissions..
This section was prepared based upon a literature review that included methodologies for preparing
CEQA climate change analyses recently released by the California Office of Planning and Research
(OPR)24 as well as approaches prepared by a number of professional associations and agencies that have
published suggested approaches and strategies for complying with CEQAs environmental disclosure
requirements. Such organizations include the California Attorney Generals Office (AGO), the California
Air Pollution Control Officers Association (CAPCOA), the United Nations and World Meteorological
Organizations Intergovernmental Panel on Climate Change (IPCC), and the Association of
Environmental Professionals (AEP).
The State of California, through Assembly Bill (AB) 32 and Executive Order S-3-05, has set statewide
targets for the reduction of greenhouse gas emissions (see Applicable Plans and Regulations, below).
CAPCOAs technical report, CEQA and Climate Change, states: For this EIR, emissions from sources
such as construction, vehicles, energy consumption, and solid waste generation are inventoried and
discussed quantitatively and qualitatively.25 All emissions inventories are presented in metric tons unless
otherwise indicated.

OPR, Technical Advisory, CEQA and Climate Change: Addressing Climate Change Through CEQA Review, June
19, 2008.
24

25 CAPCOA, CEQA & Climate Change, Evaluating and Addressing Greenhouse Gas Emissions from Projects Subject to the California Environmental Quality Act January 2008.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13-1

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Sources used for this section include energy forecasts and consumption reports produced by the data
from the 2007 URBEMIS air quality modeling software; the traffic report prepared for the proposed
project; and information from the California Air Resources Board (CARB).

4.13.2

Existing Conditions

Overview of Climate Change


Global climate change refers to changes in the normal26 weather of the earth measured by alterations in
wind patterns, storms, precipitation, and temperature relative to historical averages. Such changes vary
considerably by geographic location. Over time, the earths climate has undergone periodic ice ages and
warming periods, as observed in fossil isotopes, ice core samples, and through other measurement
techniques. Recent climate change studies use the historical record to predict future climate variations
and the level of fluctuation that might be considered statistically normal given historical trends.
Temperature records from the Industrial Age (ranging from the late 18th century to the present) deviate
from normal predictions in both rate and magnitude. Most modern climatologists predict an
unprecedented warming period during the next century and beyond, a trend that is increasingly attributed
to human-generated greenhouse gas emissions resulting from the industrial processes, transportation,
solid waste generation, and land use patterns of the twentieth and twenty-first centuries. According to the
United Nations Intergovernmental Panel on Climate Change (IPCC), greenhouse gas emissions
associated with human activities have grown since pre-industrial times, increasing by 70 percent between
1970 and 2004.27 Increased greenhouse gas emissions are largely the result of increasing fuel
consumption, particularly the incineration of fossil fuels.
The IPCC modeled several possible emissions trajectories to determine what level of reductions would
be needed worldwide to stabilize global temperatures and minimize climate change impacts. Regardless
of the analytic methodology used, global average temperature and sea level were predicted to rise under
all scenarios.28 In other words, there is evidence that emissions reductions can minimize climate change
effects but cannot reverse them entirely. On the other hand, emissions reductions can reduce the severity
of impacts, resulting in lesser environmental impacts. For example, the IPCC predicted that the range of
global mean temperature increase from year 1990 to 2100, given different reductions scenarios, could
range from 1.1C to 6.4C.29
The greenhouse gas emissions from an individual project, even a very large development project, would
not individually generate sufficient greenhouse gas emissions to measurably influence global climate
Normal weather patterns include statistically normal variations within a specified range.
Intergovernmental Panel on Climate Change, 2007. R.B. Alley et al. Contribution of Working Group I to the Fourth
Assessment Report of the Intergovernmental Panel on Climate Change. Summary for Policymakers.
28 Intergovernmental Panel on Climate Change, 2007. R.B. Alley et al. Contribution of Working Group I to the Fourth
Assessment Report of the Intergovernmental Panel on Climate Change. Summary for Policymakers.
29 Intergovernmental Panel on Climate Change, 2007. Contribution of Working Group I to the Fourth Assessment
Report
of
the
Intergovernmental
Panel
on
Climate
Change.
Summary
for
Policymakers.
http://www.ipcc.ch/ipccreports/tar/wg1/339.htm
26
27

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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13 Global Climate Change

change.30 However, climate change is an irreversible, significant cumulative impact on a global scale.
Consideration of a projects impact to climate change, therefore, is essentially an analysis of a projects
contribution to a cumulatively significant global impact through its emission of greenhouse gases.

Greenhouse Gases
Gases that trap heat in the atmosphere are called greenhouse gases because they transform the light of
the sun into heat, similar to the glass walls of a greenhouse. Common GHGs include water vapor, carbon
dioxide, methane, nitrous oxides, chlorofluorocarbons, hydrofluorocarbons, perfluorocarbons, sulfur
hexafluoride, ozone, and aerosols. Without the natural heat trapping effect of greenhouse gas, the earths
surface would be about 34C cooler.31 However, it is believed that emissions from human activities, such
as electricity production and vehicle use, have elevated the concentration of these gases in the
atmosphere beyond the level of naturally occurring concentrations. Global atmospheric concentrations
of carbon dioxide, methane, and nitrous oxide have increased markedly since 1750 as a result of human
activities and now far exceed pre-industrial values.
Climate change results from radiative forcings and feedbacks. Radiative forcing is defined as the
difference between the radiation energy entering the earths atmosphere and the radiation energy leaving
the atmosphere. GHGs allow solar radiation to penetrate the earths atmosphere but slow the release of
atmospheric heat. A feedback is an internal process that amplifies or dampens the climates response to a
specific forcing. For example, the heat trapped by the atmosphere may cause temperatures to rise or may
alter wind and weather patterns. A gas or aerosols global warming potential is defined as its ability to
trap heat in the atmosphere; it is the cumulative radiative forcing effects of a gas over a specified time
horizon resulting from the emission of a unit mass of gas relative to a reference gas.32
Individual greenhouse gases have varying global warming potentials and atmospheric lifetimes (refer to
Table 4.13-1 [Global Warming Potentials and Atmospheric Lifetimes of Select Greenhouse Gases]). The
carbon dioxide equivalent is a consistent methodology for comparing greenhouse gas emissions since it
normalizes various greenhouse gas emissions to a consistent metric. The reference gas for global
warming potential is carbon dioxide, therefore carbon dioxide has a global warming potential of one. By
comparison, methanes global warming potential is 21, as methane has a greater global warming effect
than carbon dioxide on a molecule per molecule basis.33 One teragram ([Tg] equal to one million metric
tons) of carbon dioxide equivalent (CO2e) is the mass of a projects emissions of an individual
greenhouse gas multiplied by the gass global warming potential.

30 Association of Environmental Professionals (AEP). 2007. Alternative Approaches to Analyzing Greenhouse Gas
Emissions and Global Climate Change in CEQA Documents. http://www.califaep.org/userdocuments/ File/
AEP_Global_Climate_Change_June_29_Final.pdf; and OPR, Technical Advisory, CEQA and Climate Change:
Addressing Climate Change Through CEQA Review, June 19, 2008, p. 6.
31 CARB, 2006. CARB Proposed Early Actions to Mitigate Climate Change in California.
32 U.S. Environmental Protection Agency (EPA). 2006a. The U.S. Greenhouse Gas Emissions and Sinks: Fast Facts.
Office of Atmospheric Programs.
33 EPA, 2006b. Non CO Gases Economic Analysis and Inventory. Global Warming Potentials and Atmospheric
2
Lifetimes. http://www.epa.gov/nonco2/econ-inv/table.html.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13-3

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.13-1
Gas

Global Warming Potentials and Atmospheric Lifetimes of Select


Greenhouse Gases
Atmospheric Lifetime (years)

Global Warming Potential (100-year time horizon)

Carbon Dioxide

50200

Methane

12 3

21

Nitrous Oxide

120

310

HFC-23

264

11,700

HFC-134a

14.6

1,300

HFC-152a

1.5

140

PFC: Tetrafluoromethane (CF4)

50,000

6,500

PFC: Hexafluoroethane (C2F6)

10,000

9,200

Sulfur Hexafluoride (SF6)

3,200

23,900

SOURCE:

EPA, 2006b.

HFC = Hydrofluorocarbons
PFC = Perfluorocarbons

Of all greenhouse gases in the atmosphere, water vapor is the most abundant, important, and variable.
While not considered a pollutant, it contributes to the enhanced greenhouse effect because the warming
influence of greenhouse gases increases the amount of water vapor in the atmosphere. In addition to its
role as a natural greenhouse gas, water vapor in the atmosphere helps to maintain a climate necessary for
life. The main source of water vapor is evaporation from the oceans (approximately 85 percent). Other
sources include evaporation from other water bodies, sublimation (change from solid to gas) from ice
and snow, and transpiration from plant leaves. Water vapor is not considered further in this analysis
because it is generally accepted that anthropogenic activities have not directly increased the amount of
water vapor in the atmosphere.34
Carbon dioxide (CO2) is an odorless, colorless gas, which has both natural and anthropogenic sources.
Natural sources include decomposition of dead organic matter; respiration of bacteria, plants, animals,
and fungus; evaporation from oceans; and volcanic outgassing. Anthropogenic sources of carbon dioxide
are from burning coal, oil, natural gas, and wood. Concentrations of carbon dioxide were 379 parts per
million (ppm) in 2005, which equates to an increase of 1.4 ppm per year since 1960.35 Carbon dioxide is
the most common greenhouse gas generated by California activities, constituting approximately
84 percent of all greenhouse gas emissions36 and are mainly associated with in-state fossil fuel
combustion and fossil fuel combustion in out-of-state power plants supplying electricity to California.
Other activities that produce CO2 emissions include mineral production, waste combustion, and land use
changes that reduce vegetation.

U.S. Environmental Protection Agency (EPA), September 8, 2009; http://www.epa.gov/climatechange/glossary


.html#W, accessed January 6, 2010.
35 IPCC, 2007. R.B. Alley et al. Contribution of Working Group I to the Fourth Assessment Report of the
Intergovernmental Panel on Climate Change. Summary for Policymakers.
36 CEC, 2007. Inventory of California Greenhouse Gas Emissions and Sinks: 1990 to 2004.
34

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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13 Global Climate Change

Methane (CH4) is an extremely effective absorber of radiation, though its atmospheric concentration is
less than carbon dioxide and its lifetime in the atmosphere is brief (10 to 12 years), compared to some
other GHGs (such as carbon dioxide, nitrous oxide, and CFCs). Methane has both natural and
anthropogenic (human) sources. It is released as part of the biological processes in low oxygen
environments, such as in swamplands or in rice production (at the roots of the plants). Over the last 50
years, human activities such as growing rice, raising cattle, using natural gas, and mining coal have added
to the atmospheric concentration of methane (EPA 2006b).
Nitrous oxide (N2O), also known as laughing gas, is produced naturally by microbial processes in soil
and water. Anthropogenic sources of N2O include agricultural sources, industrial processing, fossil fuelfired power plants, and vehicle emissions. Nitrous oxide also is used as an aerosol spray propellant and in
medical applications.

Greenhouse Gas Emissions Inventories


Worldwide, United States, and California Inventories.
A greenhouse gas inventory is an accounting of the amount of greenhouse gases emitted to or removed
from the atmosphere over a specified period of time attributed to activities by a particular entity (e.g.,
annual emissions and reductions attributed to the State of California). A greenhouse gas inventory also
provides information on the activities that cause emissions and removals, as well as the methods used to
make the calculations. In 2004, total worldwide greenhouse gas emissions were estimated to be 49,000 Tg
CO2e.37 In 2006, greenhouse gas emissions in the U.S. were 7,054 Tg CO2e, a 14.7 percent increase over
1990 emissions.38
California is the second largest contributor of greenhouse gas emissions in the U.S. and the sixteenth
largest in the world.39 In 2004, California produced 427 Tg CO2e,40 which is approximately six percent of
2004 U.S. emissions and 0.9 percent of global emissions. In California, the most common greenhouse gas
is CO2 from fossil fuel combustion, which constitutes approximately 81 percent of all greenhouse gas
emissions.41 The remainder of greenhouse gases only makes up a small percentage of the total: nitrous
oxide constitutes 6.8 percent, methane 5.7 percent, high GWP gases 2.9 percent, and non-fossil fuel CO2
emissions constitute 2.8 percent.42 CO2 emissions in California are mainly associated with fossil fuel
consumption in the transportation sector (40.7 percent) with Electricity production (from both in-state
and out-of-state sources) as the second-largest source (22.2 percent).43 Industrial, agriculture & forestry,
commercial, and residential activities comprise the balance of Californias greenhouse gas emissions.

Intergovernmental Panel on Climate Change, 2007. R.B. Alley et al. Contribution of Working Group I to the Fourth
Assessment Report of the Intergovernmental Panel on Climate Change. Summary for Policymakers.
38 EPA, 2008. The U.S. Greenhouse Gas Emissions and Sinks: Fast Facts. Office of Atmospheric Programs.
39 CEC, 2006. Inventory of California Greenhouse Gas Emissions and Sinks: 1990 to 2004.
40 CEC, 2006. Inventory of California Greenhouse Gas Emissions and Sinks: 1990 to 2004.
41 CEC, 2006. Inventory of California Greenhouse Gas Emissions and Sinks: 1990 to 2004.
42 CEC, 2006. Inventory of California Greenhouse Gas Emissions and Sinks: 1990 to 2004.
43 CEC, 2006. Inventory of California Greenhouse Gas Emissions and Sinks: 1990 to 2004.
37

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13-5

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

As part of the California Global Warming Solutions Act of 2006 (AB 32), discussed below, CARB is
required to establish a statewide greenhouse gas emissions limit for 2020 equivalent to 1990 emissions. In
addition, Executive Order S-3-05 sets the following statewide emissions targets: a reduction of
greenhouse gas emissions to 2000 levels by 2010, a reduction of greenhouse gas emissions to 1990 levels
by 2020, and a reduction of greenhouse gas emissions to 80 percent below 1990 levels by 2050. CARB
estimates that Californias annual emissions were equivalent to 427 Tg CO2e in 1990 and 452 Tg CO2e in
2000.44 The goal of AB 32 and S-3-05 is the significant reduction of future greenhouse gas emissions in
a state that is expected to rapidly grow in both population and economic output.45 Accordingly, to
achieve the states goals, there will have to be a significant reduction in per capita greenhouse gas
emissions. While CEQA focuses on emissions associated with new development, other regulatory means
will need to be implemented to address reductions in existing emissions.

Predicted Effects of Climate Change


Climate change could have a number of adverse effects. Although these effects would have global
consequences, in most cases they would not disproportionately affect any one site or activity. In other
words, many of the effects of climate change are not site-specific. Emission of greenhouse gases would
contribute to the changes in the global climate, which would in turn, have a number of physical and
environmental effects. A number of general effects, some of which may not occur in the Project Area,
are discussed below.

Sea Level Rise and Flooding


The California Climate Change Center predicts that sea level in California will rise between 10.9 to 71.6
centimeters (cm) (0.36 to 2.3 feet) above existing mean sea level (msl) by 2099 as a result of climate
change.46 Therefore, projected climate change effects on sea level would increase the existing rate of sea
level rise by 0.07 to 1.94 feet per century. When combined with astronomical tides, even a 1-foot increase
in msl would result in the 100-year event high tide peak occurring at the 10-year event frequency.47 In
other words, the frequency of a current 100-year high tide (about 9.5 feet above current msl) would
occur 10 times more often when sea levels increase to 1 foot above current msl.

CARB, 2007. Greenhouse Gas Emissions Inventory Database [1990 - 2004]. Accessed online August 5, 2008 at:
http://www.arb.ca.gov/app/ghg/ghg_sector_data.php.
45 CAPCOA, 2008. CEQA and Climate Change, p. 32.
46 Cayan, D., P. Bromirski, K. Hayhoe, M. Tyree, M. Dettinger, and R. Flick. 2006. Projecting Future Sea Level: Table 3
Projected global sea level rise (SLR) (cm) for the SRES A1fi, A2, and B1 greenhouse gas emission scenarios. SLR for A2
and B1 scenarios is estimated by combining output recent global climate change model simulations with MAGICC
projections for the ice melt component. SLR estimates for A1fi estimated from MAGICC based on A2 temperature
changes scaled according to those in A1fi. A Report From the California Climate Change Center CEC-500-2005-2002SF. p. 19
47 Floyd, M., M. Anderson, M. Roos, R. Peterson, M. Perrone, and D. Todd. 2006. Chapter 2: Potential Impacts of
Climate Change on Californias Water Resources, Figure 2.32 Impact of One Foot Sea Level rise on the Relative Effect
of Astronomical tides in the Delta. p. 2-53. In Medelin, J., J. Harou, M. Olivares, J. Lund, R. Howitt, S. Tanaka, M.
Jenkins, K. Madani, and T. Zhu (Eds), Climate Warming and Water Supply Management In California: White Paper. A
Report From Climate Change Center CEC-500-2005-195-SF
44

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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13 Global Climate Change

In the future, precipitation events are predicted to vary in terms of timing, intensity, and volume
according to many climate change models.48 Extreme storm events may occur with greater frequency.49
The effect on peak runoff is not known because most climate change models have not used a temporal
(or spatial) scale necessary to identify effects on peak flows, and existing precipitation/runoff models for
assessing the effects of climate change do not yet adequately predict rainfall/runoff scenarios.50 Changes
in rainfall and runoff could affect flows in surface water bodies, causing increased flooding and runoff to
the storm drain system. However, the effect that future changes to the hydrologic cycle may have on the
Project Area is speculative and is not addressed further in this document.

Water Supply
The exact impacts on water supply from Climate Change are unknown however California has already
seen some impacts from a change in climate. Within the last century, for example, the average spring
snow pack on the Sierra Nevada range has decreased by 10%, a loss of approximately 1.5 million acrefeet. In the same time period, Californias average temperature has risen by 10F, and the sea level has
risen along the coast.51 California Health and Safety Code Section 38501(a) recognizes that [climate
change] poses a serious threat to the economic well-being, public health, natural resources, and the
environment of California, and notes, the potential adverse impacts of [climate change]
includereduction in the quality and supply of water to the state from the Sierra snowpack. Additional
impacts may occur in the form of drought, floods, water quality, and sea level rise. The following few
paragraphs discuss each of these in more detail. However, because the full extent of future impacts from
climate change are uncertain, their impacts on the proposed project cannot be quantified and are too
speculative to determine their level of significance at this time.

Loss of Snowpack Storage


Most of the scientific models addressing climate change show that the primary effect on Californias
climate would be a reduced snow pack and a shift in stream-flow seasonality. In some locations, a higher
percentage of the winter precipitation in the mountains would likely fall as rain rather than as snow,
reducing the overall snowpack. As temperatures rise, snowmelt is expected to occur earlier in the year; as
a result, peak runoff would likely come a month or so earlier. The end result of this would be that the
State may not have sufficient water storage to capture the resulting early runoff, and so, absent
construction of additional water storage projects, a portion of the current water supplies would be lost to
the oceans, rather than be available for use in the States water delivery systems.

EPA, 2008. Climate Change Science: Precipitation and Storm Changes. Accessed January 16, 2009 at:
http://www.epa.gov/climatechange/science/recentpsc.html
49 EPA, 2008. Climate Change Science: Precipitation and Storm Changes. Accessed January 16, 2009 at:
http://www.epa.gov/climatechange/science/recentpsc.html
50 Anderson. M. 2006. Chapter 6: Climate Change Impacts on Flood Management p. 6-22 and 6-27. In Medelin, J., J.
Harou, M. Olivares, J. Lund, R. Howitt, S. Tanaka, M. Jenkins, K. Madani, and T. Zhu (Eds), Climate Warming and
Water Supply Management In California: White Paper. A Report From Climate Change Center CEC-500-2005-195-SF
51 State of California The Resource Agency Department of Water Resources, 2008. Managing an Uncertain Future
Climate Change Adaptation Strategies for Californias Water.
48

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13-7

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Water Quality
Climate change could have adverse effects on water quality, which would in turn affect the beneficial
uses (habitat, water supply, etc.) of surface water bodies and groundwater. The changes in precipitation
discussed above could result in increased sedimentation, higher concentration of pollutants, higher
dissolved oxygen levels, increased temperatures, and an increase in the amount of runoff constituents
reaching surface water bodies. Sea level rise, discussed above, could result in the encroachment of saline
water into freshwater bodies resulting in a reduction in available fresh water sources.

Drought
The frequency and intensity of droughts will be exacerbated by the warming of temperatures and the
changes in rainfall and runoff patterns. Regions that rely heavily on surface water may be particularly
vulnerable to changes in runoff patterns placing more demand on groundwater. Temperature increases
will in turn increase rates of evaporation, thereby increasing the amount of water needed for irrigation
purposes. Further there is the potential for forests to experience more frequent and intense fires
subsequently causing changes in vegetation and a reduction in water supply and storage capacity of a
healthy forest.

Ecosystems and Biodiversity


Climate change is expected to have effects on diverse types of ecosystems, from alpine to deep sea
habitat. As temperatures and precipitation change, seasonal shifts in vegetation will occur, which could
affect the distribution of associated flora and fauna species. As the range of species shifts, habitat
fragmentation could occur, with acute impacts on the distribution of certain sensitive species. The IPCC
states that 20 percent to 30 percent of species assessed may be at risk of extinction from climate change
impacts within this century if global mean temperatures exceed 2 to 3 0C (3.6 to 5.4 0F) relative to preindustrial levels. Shifts in existing biomes could also make ecosystems vulnerable to invasive species
encroachment. Wildfires, which are an important control mechanism in many ecosystems, may become
more severe and more frequent, making it difficult for native plant species to repeatedly re-germinate. In
general terms, climate change is expected to put a number of stressors on ecosystems, with potentially
catastrophic effects in biodiversity.

Human Health Effects


Climate change may increase the risk of vector-borne infectious diseases, particularly those found in
tropical areas and spread by insects (malaria, dengue fever, yellow fever, and encephalitis). Cholera, which
is associated with algal blooms, could also increase. While these health impacts would largely affect
tropical areas in other parts of the world, effects of climate change would also be felt in California.
Warming of the atmosphere would be expected to increase smog and particulate pollution, which could
adversely affect individuals with heart and respiratory problems, such as asthma. Extreme heat events
would also be expected to occur with more frequency, and could adversely affect the elderly, children,
and the homeless. Finally, the water supply impacts and seasonal temperature variations expected as a

4.13-8

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13 Global Climate Change

result of climate change could affect the viability of existing agricultural operations, making the food
supply more vulnerable.

4.13.3

Regulatory Framework

In an effort to stabilize climate change and reduce impacts associated with climate change, international
agreements, as well as federal and state actions were implemented. The regulatory setting related to GHG
emissions includes the international, federal, state, regional, and local government agencies discussed
below. These agencies work jointly, as well as individually, to address GHG emissions through
legislation, regulations, planning, policy-making, education, and a variety of programs.

International
In 1988, the United Nations established the Intergovernmental Panel on Climate Change to evaluate the
impacts of global warming and to develop strategies that nations could implement to curtail global
climate change. In November of 1998, the United States joined other countries around the world in
signing the United Nations Framework Convention on Climate Change agreement (Kyoto Protocol)
with the goal of controlling GHG emissions. However, the USs signing of the Kyoto Protocol was
never ratified. In 2001, the Bush Administration disengaged from the Kyoto Protocol in favor of
studying potential domestic actions that might be made towards the reduction of GHG in the United
States. The Kyoto Protocol Treaty is due to expire in 2012.52
In anticipation of providing an updated international treaty for the reduction of GHG emissions,
representatives from 170 countries are met in Copenhagen in December 2009 to ratify an updated
United Nations Framework Convention on Climate Change agreement (Copenhagen Protocol). It is
anticipated that the Copenhagen Protocol will be finalized and signed by representatives of the
participating governments in 2010.

Federal
The United States Environmental Protection Agency (EPA) is responsible for implementing federal
policy to address global climate change. The federal government administers a wide array of publicprivate partnerships to reduce GHG intensity generated by the United States. These programs focus on
energy efficiency, renewable energy, methane, and other non-CO2 gases, agricultural practices, and
implementation of technologies to achieve GHG reductions. The EPA implements several voluntary
programs that substantially contribute to the reduction of GHG emissions.
In February 2002, the United States government announced a strategy to reduce the GHG intensity of
the American economy by 18 percent over the 10-year period from 2002 to 2012. GHG intensity
measures the ratio of GHG emissions to economic output. Meeting this commitment will prevent the
release of more than 100 million metric tons of CO2e emissions to the atmosphere (annually) by 2012
and more than 500 million metric tons (cumulatively) between 2002 and 2012. This policy consists of
52

Fletcher, Susan R. 2005. Global Climate Change: The Kyoto Protocol. A CRS Report for Congress RL30692.

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

more than 50 voluntary programs and has three basic objectives: slowing the growth of emissions;
strengthening science, technology, and institutions; and enhancing international cooperation. If in 2012
the United States is not on track towards meeting the reduction goal additional measures that may
include a broad, market-based program and other incentives and voluntary measures will be introduced.53
In Massachusetts v. Environmental Protection Agency (Docket No. 051120), argued November 29,
2006, and decided April 2, 2007, the U.S. Supreme Court held that the EPA has authority to regulate
greenhouse gases, and the EPA's reasons for not regulating this area did not fit the statutory
requirements. As such, the U.S. Supreme Court ruled that the EPA should be required to regulate CO2
and other greenhouse gases as pollutants under Section 202(a)(1) of the federal Clean Air Act (CAA).
The EPA has issued a Final Rule for mandatory reporting of GHG emissions in October of 2009. This
Final Rule applies to fossil fuel suppliers, industrial gas suppliers, direct GHG emitters, and manufactures
of heavy-duty and off-road vehicles and vehicle engines, and requires annual reporting of emissions. The
Final Rule was effective December 29th 2009 with data collection to begin on January 1st 2010 and the
first annual reports due in March of 2011. This rule does not regulate the emission of GHGs it only
requires the monitoring and reporting of greenhouse gas emissions for those sources above certain
thresholds.54 EPA adopted a Final Endangerment Finding for the six defined GHGs on December 7,
2009. The Endangerment Finding is required before EPA can regulate GHG emissions under Section
202(a)(1) of the CAA in fulfillment of the U.S. Supreme Court decision.

State
The California Air Resources Board is responsible for implementing state policy to address global climate
change. The CARB, which is a part of the California Environmental Protection Agency, is responsible
for the coordination and administration of both the federal and State air pollution control programs
within California. In this capacity, the CARB conducts research, sets California Ambient Air Quality
Standards (CAAQS), compiles emission inventories, develops suggested control measures, provides
oversight of local programs, and prepares the State Implementation Plan (SIP). In addition, the CARB
establishes emission standards for motor vehicles sold in California, consumer products (e.g. hairspray,
aerosol paints, and barbeque lighter fluid), and various types of commercial equipment. It also sets fuel
specifications to further reduce vehicular emissions.
California Assembly Bill 1493, enacted on July 22, 2002, required the CARB to develop and adopt
regulations that reduce GHGs emitted by passenger vehicles and light duty trucks. In 2005, the CARB
submitted a waiver request to the EPA from a portion of the federal Clean Air Act in order to allow
the State to set more stringent tailpipe emission standards for CO2 and other GHG emissions from
passenger vehicles and light duty trucks. In December 2007, EPA initially denied the request for a
waiver. However, on June 30, 2009, the EPA reversed its initial denial and announced that it has granted
the California Request to Reduce Vehicle Greenhouse Gas Emissions waiver request.

53
54

Fletcher, Susan R. July 21, 2005. Global Climate Change: The Kyoto Protocol. A CRS Report for Congress RL30692.
US EPA, October 30, 2009. 40 CFR Parts 86,87,89 et al. Mandatory Reporting of Greenhouse Gases; Final Rule.

4.13-10

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4.13 Global Climate Change

Executive Order S-3-05


On June 1, 2005, Governor Arnold Schwarzenegger signed Executive Order S-3-05, setting statewide
targets for the reduction of Californias greenhouse gas emissions. The Executive Order S-3-05 targets
require that greenhouse gases be reduced to:
2000 levels by the year 2010
1990 levels by the year 2020
80 percent below 1990 levels by the year 2050
Executive Order S-3-05 directed the Secretary of the California EPA to report every two years on the
States progress toward meeting the Governors GHG emission reduction targets. As a result of this
executive order, the California Climate Action Team (CAT), led by the Secretary of the California EPA,
was formed. The CAT is made up of representatives from a number of State agencies and was formed to
implement global warming emission reduction programs and report on the progress made toward
meeting State-wide targets established under the Executive Order. State agency members include the
Business, Transportation and Housing Agency; Department of Food and Agriculture; Resources Agency;
Air Resources Board; California Energy Commission; Public Utilities Commission; and Department of
Water Resources. The CAT published its Climate Action Team Report to Governor Schwarzenegger and
the Legislature in March 2006, in which it laid out 46 specific emission reduction strategies for reducing
GHG emissions and reaching the targets established in the Executive Order.

Assembly Bill 32
Shortly after the issuance of Executive Order S-3-05, the California State Legislature adopted Assembly
Bill 32 (AB 32), the Global Warming Solutions Act of 2006. AB 32 requires the CARB to create a plan
and implement rules to achieve real, quantifiable, cost-effective reductions of greenhouse gases. AB 32
requires that GHG emissions be reduced to 1990 levels by 2020, the same 2020 threshold indicated in
Executive Order S-3-05. CARB has also been tasked with developing Early Action Measures to reduce
greenhouse gas emissions. Among the 44 adopted measures, is the development of local government
greenhouse gas reduction guidance/protocols. As a member of the CAT, the CARB contributed to the
2006 Report to the Governor, and subsequently adopted the standards of that report as means of
achieving the AB 32 target. Additional reductions information is provided on the agencies website and is
being implemented by regional Air Quality Management Districts.
Under AB 32, CARB is required to establish a statewide greenhouse gas emissions cap for 2020 based on
1990 emissions. CARB estimates that Californias annual emissions were equivalent to 427.0 Tg CO2e in
1990 and 452.3 Tg CO2e in 2000. Table 4.13-2 (California Greenhouse Gas Reductions Targets) shows
quantified California statewide emissions targets based on the California Energy Commissions (CEC)
2007 Inventory of Greenhouse Gases and Sinks.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.13-2

California Greenhouse Gas Reductions Targets


Greenhouse Gas Target

Yeara

Estimated
California
Population

1990

29,828,000

N/A

2000

34,105,437

N/A

Reduction Goal

(Tg CO2e)

(million tons CO2e)

Per Capita Target


(short tons CO2
per person)b

427.0

470.7

15.8

452.3

498.5

14.6

levelsc

452.3

498.5

12.7

2010

39,135,676

GHG emissions at or below 2000

2020

44,135,923

GHG emissions at or below 1990 levels

427.0

470.7

10.7

2050

59,507,876

GHG emissions 80% of 1990 levelsd

85.4

94.1

1.6

SOURCE:

Population data are from California Department of Finance, 2007; greenhouse gas targets are derived from CARB,
2007. Greenhouse Gas Emissions Inventory Summary [1990 - 2004].

Target years specified in Executive Order S-3-05 and/or AB 32. 1990 and 2000 data are provided as a baseline.
Calculated by dividing the Greenhouse Gas Target by the projected population for a given target year. 1 teragram (Tg) = 1 million
metric tons = 1.1023 million short tons CO2e.
Based on 2004 estimate.
Calculated by multiplying 427.0 x 80%.
CO2e = carbon dioxide equivalent

Senate Bill 97
An additional bill related to AB 32, Senate Bill 97 (SB 97), required that by July 1, 2009 the California
Office of Planning and Research (OPR) prepare, develop, and transmit to the Resources Agency
(recently renamed the Natural Resources Agency) guidelines for the feasible mitigation of GHG
emissions or the effects of GHG emissions, as required by the California Environmental Quality Act
(CEQA), including but not limited to, effects associated with transportation or energy consumption. On
April 13, 2009, OPR submitted to the Secretary for Natural Resources its proposed amendments to the
state CEQA Guidelines for greenhouse gas emissions, as required by Senate Bill 97. The Natural
Resources Agency transmitted the Adopted Amendments and the entire rulemaking file to the Office of
Administrative Law (OAL) on December 31, 2009. The OAL has 30 working days to review the
Adopted Amendments and the Natural Resources Agency's rulemaking file. The Adopted Amendments
will become effective 30 days after OAL completes its review and submits them to the Secretary of State
for inclusion in the California Code of Regulations.

CEQA Guidelines
In response to SB 97 OPR released draft CEQA guideline amendments for GHG emissions to the
Natural Resources Agency on April 14, 2009. On December 30, 2009, the Natural Resources Agency
adopted the CEQA Guidelines Amendments addressing greenhouse gas emissions. OPR does not
identify a threshold of significance for GHG emissions, nor has it prescribed assessment methodologies
or specific mitigation measures. The amendments encourage lead agencies to consider many factors in
performing a CEQA analysis, but preserve the discretion granted by CEQA to lead agencies in making
their own determinations based on substantial evidence. The amendments also encourage public agencies
to make use of programmatic mitigation plans and programs from which to tier when they perform
individual project analyses.

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4.13 Global Climate Change

The technical advisory suggests three components for CEQA disclosure: quantification of GHG
emissions from a projects construction and operation, determination of significance of the projects
impact to climate change, and if the project is found to be significant, the identification of suitable
alternatives and mitigation measures. The analysis contained herein follows this guidance.
The California Air Pollution Control Officers Association (CAPCOA) released a white paper, entitled
CEQA and Climate Change, in January 2008. The white paper contains the disclaimer that it is intended as
a resource, not a guidance document, and examines various threshold approaches available to air
districts and lead agencies for determining whether GHG emissions are significant.

Senate Bill 375 (SB 375)


Signed in September 2008 (Chapter 728, Statutes of 2008), SB 375 aligns regional transportation planning
efforts, regional GHG reduction targets, and land use and housing allocation. SB 375 requires
metropolitan planning organizations (MPOs) such as the Southern California Council of Governments
(SCAG) to adopt a sustainable communities strategy (SCS) or alternative planning strategy (APS), as
defined, in their upcoming, updated regional transportation plans (RTPs) for the purpose of reducing
greenhouse gas emissions. SB 375 also aligns planning for transportation and housing, and creates
specified incentives for the implementation of the strategies. ARB, in consultation with MPOs, will
provide each affected region with reduction targets for GHGs emitted by passenger cars and light trucks
in the region for the years 2020 and 2035. These reduction targets will be updated every 8 years but can
be updated every 4 years if advancements in emissions technologies affect the reduction strategies to
achieve the targets. ARB is also charged with reviewing each MPOs SCS or APS for consistency with its
assigned targets. If MPOs do not meet the GHG reduction targets, transportation projects will not be
eligible for funding programmed after January 1, 2012.
This law also extends the minimum time period for the regional housing needs allocation cycle from 5
years to 8 years for local governments located within an MPO that meets certain requirements. City or
county land use policies (including general plans) are not required to be consistent with the regional
transportation plan (and associated SCS or APS). However, new provisions of CEQA would incentivize
(through streamlining and other provisions) qualified projects that are consistent with an approved SCS
or APS, categorized as transit priority projects.
CARB prepared a Scoping Plan to develop programs and measures to address the remaining 107 million
tons of CO2e in order to reach the total of 173 million tons by the year 2020. The Scoping Plan was
submitted to CARB in November of 2008 and was approved by CARB on December 11, 2008. The
Scoping Plan contains the main strategies California will implement to reduce CO2e emissions by 169
MMT, or approximately 30 percent, from the states projected 2020 emissions level of 596 MMT of
CO2e under a business-as-usual scenario. (This is a reduction of 42 MMT CO2e, or almost 10 percent,
from 20022004 average emissions, but requires the reductions in the face of population and economic
growth through 2020). The Scoping Plan also breaks down the amount of GHG emissions reductions
ARB recommends for each emissions sector of the states GHG inventory. The Scoping Plan calls for
the largest reductions in GHG emissions to be achieved by implementing the following measures and
standards:

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13-13

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Improved emissions standards for light-duty vehicles (estimated reductions of 31.7 MMT CO2e)
The Low-Carbon Fuel Standard (15.0 MMT CO2e)
Energy efficiency measures in buildings and appliances and the widespread development of
combined heat and power systems (26.3 MMT CO2e)
A renewable portfolio standard for electricity production (21.3 MMT CO2e)
The Scoping Plan identifies the role of local governments with the following language:
Local Government Targets: In recognition of the critical role local governments will play in the
successful implementation of AB 32, ARB added a section describing this role. In addition, ARB
recommended a greenhouse gas reduction goal for local governments of 15 percent below todays
levels by 2020 to ensure that their municipal and community-wide emissions match the States
reduction target.55

Title 24
Title 24, Part 6 of the California Code of Regulations (CCR) (Title 24), Energy Efficient Standards for
Residential and Nonresidential Buildings, was adopted in 1978 by the CEC in response to a legislative
mandate to reduce Californias energy consumption. Title 24 requires developers to incorporate energy
conserving features into new construction. Although it was not originally intended as a climate change
policy, by reducing Californias energy consumption, Title 24 has become a de facto means of reducing
Californias greenhouse gas emissions. Energy efficient buildings require less electricity, which results in
fewer greenhouse gas emissions.

Regional
The South Coast Air Quality Management District (SCAQMD) is the agency principally responsible for
comprehensive air pollution control in the Orange County area. In order to provide GHG emission
guidance to the local jurisdictions within the South Coast Air Basin, the SCAQMD has organized a
Working Group to develop GHG emission analysis guidance and thresholds.
SCAQMD released a draft guidance document regarding interim CEQA GHG significance thresholds in
October 2008. On December 5, 2008, the SCAQMD Governing Board adopted the staff proposal for an
interim GHG significance threshold for projects where the SCAQMD is lead agency. SCAQMD
proposed a tiered approach, whereby the level of detail and refinement needed to determine significance
increases with a projects total GHG emissions. The tiered approach defines projects that are exempt
under CEQA and projects that are within a GHG Reduction Plan as less than significant.

EPA, Evaluation of Greenhouse Gas Emissions and Reduction Strategies Related to Waste Management by Local
Government, http://www.epa.gov/ttn/chief/conference/ei18/session7/groth.pdf.
55

4.13-14

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4.13 Global Climate Change

4.13.4

Project Impacts and Mitigation

Analytic Method
This analysis provides an estimated inventory of GHG emissions attributable to the Project at buildout;
calculates GHG emissions; and determines the significance of the Projects incremental contribution to
GHG emissions on global climate change impacts based upon the criteria above. The calculations use the
California Climate Action Registry General Reporting Protocol, version 3.0 (January 2009).

Greenhouse Gas Emission Sources


The Project would result in GHG emissions from construction and from annual direct and indirect
emissions from the operation of the development. Total GHG emissions would be the sum of emissions
from both direct and indirect sources. Direct sources include mobile sources such as motor vehicles, and
stationary sources such as building cooling and heating equipment. Indirect sources include emissions
related to electric generation for power consumed by the Project, or from energy consumed for
operation of water and wastewater systems, or collection and disposal of solid waste for the Project.
Direct Source Emissions are determined based on sources as follows:
Emissions from mobile sources are associated with vehicle trips with respect to type and distance
for each land use as well as emissions associated with the operation of construction equipment.
Emissions from stationary sources are determined the usage of natural gas for heating/cooling,
cooking; and manufacturing.
Area source emissions are associated with landscape equipment exhaust; and emissions from
hearths including gas fireplaces, wood-burning fireplaces, and wood-burning stoves.
Indirect Sources Emissions are determined based on source as follows:
Consumption by land uses or the generation of electricity from power plants.
Potable water usage is reported as the annual emissions from electrical demand on pumps and
equipment needed for treatment and transport of potable water.
Solid waste is reported as the sum of annual emissions from solid waste disposal, treatment,
transportation, and fugitive emissions of methane during the life-cycle of the solid waste facilities.
Wastewater usage is reported as the annual emissions from electrical demand on pumps and
equipment needed for wastewater transport, treatment, and disposal.

Thresholds of Significance
The Project would not generate enough GHG emissions to influence global climate change on its own.
The Project would, however, contribute to potential climate change through its incremental contribution
(positive or negative) of GHG emissions that, when combined with the cumulative increase of all other
anthropogenic sources of GHGs, would impact global climate change. Therefore, global climate change

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13-15

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

is a cumulative impact and the Projects participation in this cumulative impact is through its incremental
contribution of GHG emissions. CEQA Guidelines Section 15064(h)(1) , cumulatively considerable is
defined to mean that the incremental effects of an individual project are considerable when viewed in
connection with the effects of past projects, the effects of other current projects, and the effects of
probable future projects.
CEQA Guidelines do not provide numeric or qualitative thresholds of significance for GHG. However,
AB 32 requires that greenhouse gases emitted in California be reduced to 1990 levels by the year 2020
and 80 percent below 1990 levels by 2050 The 2020 reduction target equates to a decrease of
approximately 30 percent below the Business-As-Usual GHG emissions. Business-as-usual is defined as
the emissions that would be expected to occur in the absence of any GHG reduction measures. Thus,
the following thresholds will be used:
Generate greenhouse gas emission, either directly or indirectly, that may have a significant impact
on the environment.
Generate greenhouse gas emissions, conflict with any applicable plan, policy or regulation of an
agency adopted for the purpose of reducing the emissions of greenhouse gas
Under CEQA, in order to determine whether or not a proposed project would cause a significant impact
on the environment, the impact of a project must be determined by examining the types and levels of
GHG emissions generated and comparing those to some threshold. In accordance with CEQA
Guidelines (Section 15064 (h)(3)):
A lead agency may determine that a projects incremental contribution to a cumulative effect is not
cumulatively considerable if the project will comply with the requirements in a previously approved
plan or mitigation program which provides specific requirements that will avoid or substantially
lessen the cumulative problem (e.g., water quality control plan, air quality plan, integrated waste
management plan) within the geographic area in which the project is located. Such plans or
programs must be specified in law or adopted by the public agency with jurisdiction over the
affected resources through a public review process to implement, interpret, or make specific the
law enforced or administered by the public agency

In determining whether or not the project will generate GHG emissions, either directly or indirectly,
that may have a significant effect on the environment, the AB 32 30 percent below Business-As-Usual
threshold will be used.

Environmental Analysis
For each potential impact associated with the proposed project, a level of significance is determined and
is reported in the impact statement. Conclusions of significance are defined as follows: significant impact
(S), potentially significant impact (PS), less than significant impact (LTS), or no impact (NI). For each
impact identified as being significant (S) or potentially significant (PS), this EIR provides mitigation
measures to reduce, eliminate, or avoid the adverse effect. If the mitigation measures would reduce the
impact to less-than-significant (LTS) level successfully, this is stated in this EIR. If the mitigation
measures would not diminish significant or potentially significant impacts to a less-than-significant level,
the impacts are classified as significant unavoidable impacts (SU). The impacts of the mixed-use retail

4.13-16

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13 Global Climate Change

development are evaluated in this EIR on a programmatic level; following the submittal of a projectspecific development proposal for the mixed-use retail development, additional environmental analysis
would be required.

Effects Found to Have a Significant Impact


Threshold

Generate greenhouse gas emissions, either directly or indirectly, that may have a
significant impact on the environment.

Impact 4.13-1

Long-term cumulative development pursuant to the Transit Zoning Code


at full build-out would result in significant localized air quality impacts for
operational level emissions. As a whole, this impact is significant for
operational emissions due to the size of the Transit Zoning Code (SD 84A
and SD 84B) area. Implementation of mitigation measures may reduce
impacts created by the long-term cumulative development and attendant
emissions; however, impacts cannot be mitigated to a level of less than
significant. Therefore this impact remains significant and unavoidable.

An individual project cannot generate enough GHG emissions to influence global climate change. The
project participates in this potential impact by its incremental contribution combined with the cumulative
increase of all other sources of GHGs, which when taken together form global climate change impacts.
The following discussion reviews each of the GHGs and the Projects potential generation of these gases.

Carbon Dioxide
The Projects main contribution to GHGs is carbon dioxide. The Project will generate emissions of
carbon dioxide primarily in the form of vehicle exhaust and in the consumption of natural gas for
heating. Carbon dioxide emissions from vehicles were calculated using URBEMIS2007 assumptions and
EMFAC2007 emission factors that are used in URBEMIS2007. The Potential Net Development
carbon dioxide Unmitigated emissions are shown in Table 4.13-3 (Potential Net Development,
Unmitigated Carbon Dioxide Emissions).
Table 4.13-3

Potential Net Development, Unmitigated Carbon Dioxide Emissions

Emission Source

Carbon Dioxide Emissions (tons per year)

Global Warming Potential (GWP) (tons per year)

Construction period Emissions

16.94

16.94

Vehicles

82,244.08

82,244.08

Natural Gas Combustion

10,633.33

10,633.33

6.36

6.36

10,273.82

10,273.82

Potable Water Treatment

4.58

4.58

Wastewater Treatment

2.29

2.29

Solid Waste Transport/Disposal

37.70

37.70

103,219.10

103,219.10

Landscape Equipment
Electric Use

Total Emissions

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13-17

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Methane
The Project will generate some methane gas. Methane was estimated using EPA emission factors for onroad vehicles. The Potential Net Development Unmitigated emissions methane emissions are shown in
Table 4.13-4 (Potential Net Development, Unmitigated Methane Emissions).
Table 4.13-4

Potential Net Development, Unmitigated Methane Emissions

Emission Source

Methane Emissions (tons per year)

Global Warming Potential (tons per year)

Construction Period Emissions

0.00

0.05

Vehicles

22.67

476.07

Natural Gas Combustion

1.50

31.59

Landscape Equipment

0.00

0.03

Electric Use

0.10

2.00

Potable Water Treatment

1.40

29.30

0.781253

16.41

Solid Waste Transport and Disposal

16.97

356.42

Total Emissions

43.42

911.87

Wastewater Treatment

Nitrous Oxide
Nitrous oxide was estimated using EPA emission factors for on-road vehicles (EPA 2004). The
Potential Net Development Unmitigated emissions nitrous emissions are shown in Table 4.13-5
(Potential Net Development, Unmitigated Nitrous Oxide Emissions).
Table 4.13-5

Potential Net Development, Unmitigated Nitrous Oxide Emissions

Emission Source

Nitrous Oxide Emissions (tons per year)

Global Warming Potential (GWP) (tons per year)

Construction Period Emissions

0.00006

0.02

Vehicles

10.51

3,259.22

Natural Gas Combustion

0.03

7.90

0.00074

0.23

Electric Use

0.05

16.28

Potable Water Treatment

0.77

238.83

Wastewater Treatment

0.43

133.75

Solid Waste Transport/Disposal

2.85

883.52

Total Emissions

14.64

4,539.74

Landscape Equipment

The Project as a whole is significant for construction and operational emissions due to the size of the
Transit Zoning Code (SD 84A and SD 84B) area. With programmatic mitigation incorporated at the
individual component level, the components themselves may be less than significant on a site-by-site

4.13-18

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13 Global Climate Change

basis, but will be required to do individual air quality impact analyses to determine their independent
significance levels.

Greenhouse Gas Mitigation Measures


Construction Period
MM4.13-1

All diesel fueled construction equipment shall be classified EPA Tier II or better emission efficiencies.

MM4.13-2

All construction equipment shall be shut off when not in use and shall not idle for more than five
minutes, unless actively engaged in construction activities.

MM4.13-3

Queuing of trucks on- and offsite shall be limited to periods when absolutely necessitated by grading or
construction activities.

MM4.13-4

All on-road construction trucks and other vehicles greater than 10,000 pounds shall be shut off when
not in use and shall not idle for more than 5 minutes.

MM4.13-5

To the extent feasible, all diesel- and gasoline-powered construction equipment shall be replaced with
equivalent electric equipment.

MM4.13-6

Project plans and specifications shall include policies and procedures for the reuse and recycling of
construction and demolition waste (including, but not limited to, soil, vegetation, concrete, lumber,
metal, and cardboard).

MM4.13-7

Project plans and specifications shall include education for construction workers about reducing waste
and using available recycling services.

Long-Term Operational
MM4.13-8

Prior to issuance of a building permit, the applicant shall demonstrate that the design of the proposed
buildings or structures meets or exceeds the most recent Title 24 requirements (Title 24, Part 6 of the
California Code of Regulations; Energy Efficiency Standards for Residential and Non Residential
Buildings; Cool Roof Coatings performance standards), subject to review by the City Building Official.
Documentation of compliance with this measure shall be provided to the Planning and Building
Agency and Building Official for review and approval prior to issuance of the permit. Installation of
the identified design features or equipment will be confirmed by the City Building Official prior to
certificate of occupancy. The following design features should be considered by the applicant as a way to
achieve Title 24 compliance in excess of the minimum requirement:
Increase in insulation such that heat transfer and thermal bridging is minimized
Limit air leakage through the structure or within the heating and cooling distribution system to
minimize energy consumption
Incorporate dual-paned or other energy efficient windows
Incorporate energy efficient space heating and cooling equipment
Incorporate energy efficient light fixtures
Incorporate energy efficient appliances

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13-19

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Incorporate energy efficient domestic hot water systems


Incorporate solar panels into the electrical system
Incorporate cool roofs/light-colored roofing
Or other measures that will increase the energy efficiency of building envelope in a manner that
when combined with the other options listed above exceeds current Title 24 Standards (Title 24,
Part 6 of the California Code of Regulations; Energy Efficiency Standards for Residential and
Non Residential Buildings, as amended September 11, 2008; Cool Roof Coatings performance
standards as amended September 11, 2006) by a minimum of 20 percent

MM4.13-9

Prior to issuance of a building permit, applicants for individual projects shall provide a landscape plan
that includes shade trees around main buildings, particularly along southern elevations where practical,
and will not interfere with loading dock locations or other operational constraints. Documentation of
compliance with this measure shall be provided to the Planning and Building Agency for review and
approval.

MM4.13-10

All showerheads, lavatory faucets, and sink faucets within the residential units, and where feasible
within non-residential developments, shall comply with the California Energy Conservation flow rate
standards.

MM4.13-11

Low-flush toilets shall be installed within all Congregate Care units as specified in California State
Health and Safety Code Section 17921.3.

MM4.13-12

Project designers should consider design features to incorporate light-colored roofing materials that will
deflect heat away from the building and conserve energy.

MM4.13-13

Landscape designers shall ensure that landscaping of common areas for Industrial/Commercial
projects uses drought-tolerant and smog-tolerant trees, shrubs, and groundcover to ensure long-term
viability and conserve water and energy.

MM4.13-14

Landscape designers shall ensure that the landscape plan for Industrial/Commercial projects includes
drought resistant trees, shrubs, and groundcover within the parking lot and perimeter.

MM4.13-15

Individual project applicants shall ensure that designs for Industrial/Commercial projects include all
illumination elements to have controls to allow selective use as an energy conservation measure.

MM4.13-16

The applicant for Industrial/Commercial projects should promote ride sharing programs such as, but
not necessarily including, publishing ride sharing information for all of the tenants, designating a
certain percentage of parking spaces for ride sharing vehicles, designating adequate passenger loading
and unloading and waiting areas for ride sharing vehicles, and providing a website or message board
for coordinating rides. Prior to issuance of a building permit, the applicant shall demonstrate that
measures have been included to provide adequate bicycle parking near building entrances to promote
cyclist safety, security, and convenience pursuant to SAMC Chapter 41 regarding bicycle parking
standards and Chapter 16 of the Santa Ana Citywide Design Guidelines regarding Bikeway
Support Facilities Guidelines . Documentation of compliance with this measure shall be provided to
the City Building Official for review and approval. Installation of the identified design features or
equipment will be confirmed by the City Building Official prior to issuance of certificate of occupancy.

4.13-20

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13 Global Climate Change

MM4.13-17

Prior to issuance of any certificate of occupancy, the applicant shall demonstrate that all Multifamily/Industrial/Commercial projects interior building lighting supports the use of compact
fluorescent light bulbs or equivalently efficient lighting to the satisfaction of the Building Official.

MM4.13-18

Applicants for Multi-family/Industrial/Commercial projects shall consider providing preferential


parking spaces for ultra-low emission vehicles and alternative fueled vehicles to encourage the use of
alternative fuels and ultra-low emission vehicles.

MM4.13-19

Prior to issuance of a building permit, the applicant shall demonstrate that the proposed Multifamily/ Industrial/Commercial uses building or structure designs incorporate exterior storage areas
for recyclables and green waste and adequate recycling containers located in public/common areas
pursuant to the adopted standards. Documentation of compliance with this measure shall be provided
to the Planning and Building Agency for review and approval. Installation of the identified design
features or equipment will be confirmed by the City Building Official prior to issuance of certificate of
occupancy.

MM4.13-20

All common area irrigation areas for Multi-family/Industrial/Commercial projects shall consider
systems that are capable of being operated by a computerized irrigation system which includes an onsite
weather station/ET gage capable of reading current weather data and making automatic adjustments
to independent run times for each irrigation valve based on changes in temperature, solar radiation,
relative humidity, rain, and wind. In addition, the computerized irrigation system shall also consider
the ability to be equipped with flow-sensing capabilities, thus automatically shutting down the
irrigation system in the event of a mainline break or broken head. These features will assist in
conserving water, eliminating the potential of slope failure due to mainline breaks, and eliminating
over-watering and flooding due to pipe and/or head breaks.

MM4.13-21

Consideration of installation of solar roofs on homes and businesses to offset the increasing demand for
energy and natural gas.

MM4.13-22

Project applicants shall, where feasible, incorporate passive solar design features into the buildings,
which may include roof overhangs or canopies that block summer shade, but that allow winter sun,
from penetrating south facing windows.

MM4.13-23

Use Energy Efficient Roofing Materials. All roofing materials used in commercial/retail buildings at
the Mixed-Use Retail Development shall be Energy Star certified. All roof products shall also be
certified to meet American Society for Testing and Materials (ASTM) high emissivity requirements.

MM4.13-24

All commercial/industrial projects shall, where feasible, include up to 10% renewable energy sources
within the project.

The Potential Net Development emissions from carbon dioxide, methane, and nitrous oxide with the
incorporation of the above mitigation measures are shown in Table 4.13-6 (Potential Net Development,
Mitigated Carbon Dioxide Emissions), Table 4.13-7 (Potential Net Development, Mitigated Methane
Emissions), and Table 4.13-8 (Potential Net Development, Mitigated Nitrous Oxide Emissions),
respectively.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13-21

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.13-6

Potential Net Development, Mitigated Carbon Dioxide Emissions

Emission Source

Carbon Dioxide Emissions (tons per year)

Global Warming Potential (GWP) (tons per year)

Construction period Emissions

16.94

16.94

Vehicles

77,601.49

77,601.49

Natural Gas Combustion

8,506.67

8,506.67

0.00

0.00

7,948.17

7,948.17

Potable Water Treatment

2.43

2.43

Wastewater Treatment

1.24

1.24

Solid Waste Transport/Disposal

18.92

18.92

94,095.86

94,095.86

Landscape Equipment
Electric Use

Total Emissions

Table 4.13-7

Potential Net Development, Mitigated Methane Emissions

Emission Source

Methane Emissions (tons per year)

Global Warming Potential (tons per year)

0.00225

0.05

Vehicles

21.40

449.40

Natural Gas Combustion

1.23

25.86

Landscape Equipment

0.00

0.03

Electric Use

0.09

1.92

Potable Water Treatment

1.10

23.20

0.5200242

10.92

Solid Waste Transport and Disposal

8.61

180.90

Total Emissions

32.97

692.27

Construction Period Emissions

Wastewater Treatment

Table 4.13-8

Potential Net Development, Mitigated Nitrous Oxide Emissions

Emission Source

Nitrous Oxide Emissions (tons per year)

Global Warming Potential (GWP) (tons per year)

Construction Period Emissions

0.00006

0.02

Vehicles

9.91

3,072.10

Natural Gas Combustion

0.02

6.47

0.00074

0.23

Electric Use

0.04

13.07

Potable Water Treatment

0.52

161.04

Wastewater Treatment

0.27

84.30

Solid Waste Transport/Disposal

0.93

288.38

Total Emissions

11.70

3,625.61

Landscape Equipment

4.13-22

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13 Global Climate Change

Summary
AB 32, the California Global Warming Solutions Act of 2006, requires that greenhouse gases emitted in
California be reduced to 1990 levels by the year 2020 and 80 percent below 1990 levels by 2050 The 2020
reduction target equates to a decrease of approximately 30 percent below the Business as Usual GHG
emissions.
Long-term cumulative development, and attendant construction activity, pursuant to the Transit Zoning
Code at full build-out would generate GHG emissions during the construction period from operation of
construction equipment. While implementation of mitigation measures MM4.13-1 through MM4.13-7
would reduce construction-related emissions, they may not reduce these emissions to levels below the
SCAQMD thresholds as the amount of emissions generated for each project would vary depending on
its size, the land area that would need to be disturbed during construction, and the length of the
construction schedule, as well as the number of developments that could be constructed concurrently as
part of the Transit Zoning Code (SD 84A and SD 84B). Under these conditions, no further feasible
mitigation measures are available and this impact would be considered significant and unavoidable.
Long-term cumulative development pursuant to the Transit Zoning Code at full build-out would result in
significant air quality impacts for operational level emissions. As a zoning document, the Transit Zoning
Code does not incorporate specific construction details or requirements that would specifically reduce
emissions from the construction and operation of individual projects, therefore the unmitigated project
emissions would be equal to the business-as-usual development. The Potential Net Development
Unmitigated and Mitigated emissions are summarized in Table 4.13-9 (Potential Net Development,
Global Warming Potential). The Transit Zoning Code may implement a programmatic level control over
the individual project components, such that the individual components must implement all feasible
mitigation in order to reduce project specific emissions to 30% below business-as-usual. Programmatic
mitigation measures will be incorporated into the individual components of the Transit Zoning Code
(SD 84A and SD 84B) as they are being prepared. It should be noted that the project is an in-fill project
in a heavily urbanized section of the City. It includes planning components to encourage TransitOriented Development around an existing regional transit center. Furthermore, the project site is
expected to contain a future alignment of the Santa Ana Fixed-Guideway project which will offer public
transit from the SARTC to the city of Garden Grove and beyond. While the project still is found to have
a significant impact, it is expected that it would cause a lesser impact than typical automobile-oriented
development. Nonetheless, even with the incorporation of mitigation measures MM4.13-8 through
MM4.13-24, impacts remain significant and unavoidable.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13-23

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Table 4.13-9

Potential Net Development, Global Warming Potential


Unmitigated Global Warming
Potential (GWP) (tons per year)

Mitigated GWP of Greenhouse


Gases (tons per year)

Percent Reduction from


Unmitigated Emissions

17.00

17.00

0.00%

Vehicles

85,979.37

81,122.99

5.65%

Natural Gas Combustion

10,672.83

8,539.00

19.99%

6.62

0.26

96.03%

10,292.09

7,963.15

22.63%

Potable Water Treatment

272.71

186.68

31.55%

Wastewater Treatment

152.44

96.47

36.72%

Solid Waste Transport/Disposal

28.46

488.20

61.79%

108,670.71

98,413.74

9.44%

Emission Sources

Construction Period Emissions

Landscape Equipment
Electric Use

Total Operational Emissions

Threshold

Impact 4.13-2

Generate greenhouse gas emissions, conflict with any applicable plan, policy, or
regulation of an agency adopted for the purpose of reducing the emissions of
greenhouse gas.

Long-term cumulative development pursuant to the Transit Zoning Code


at full build-out has the potential to conflict with AB 32. The Project as a
whole is significant for operational emissions due to the size of the Transit
Zoning Code (SD 84A and SD 84B) area. Implementation of mitigation
measures may reduce impacts from the long-term cumulative development
resulting from the Transit Zoning Code, however, due to the fact that, with
the exception of the Developer project, project specific details are
unknown resulting in a conservative finding that impacts cannot be
mitigated to a level of less than significant. Therefore this impact remains
significant and unavoidable.

The primary objective of the Transit Zoning Code is to provide zoning for the integration of new infill
development into existing neighborhoods, to allow for the reuse of existing structures, and to provide a
transit-supportive, pedestrian-oriented development framework to support the addition of new transit
infrastructure. As shown in Impact 4.13-1, the impacts from the proposed project development are
significant with respect to the emission of GHGs. AB 32, the California Global Warming Solutions Act
of 2006, requires that greenhouse gases emitted in California be reduced to 1990 levels by the year 2020
and 80 percent below 1990 levels by 2050. The 2020 reduction target equates to a decrease of
approximately 30 percent below the current GHG emissions. With programmatic mitigation
incorporated at the individual project level, the projects themselves may be less than significant on a siteby-site basis, but on a long-term cumulative basis could exceed these thresholds. Therefore long-term
cumulative development pursuant to the Transit Zoning Code at full build-out results in significant and
unavoidable impacts that cannot be further mitigated.

4.13-24

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13 Global Climate Change

4.13.5

References

Association of Environmental Professionals (AEP). 2007. White Paper: Alternative Approaches to


Analyzing Greenhouse Gases and Global Climate Change Impacts in CEQA Documents, June
2007.
California Air Pollution Control Officers Association. 1987. Air Toxics Assessment Manual, November 1,
1987.
. 2008. White Paper: CEQA and Climate Change, January 2008.
California Air Resources Board (California ARB). 1990. CALINE4 Computer Model, 1990.
. 2006. EMFAC2007 Computer Model, Version 2.3, November 1, 2006.
. n.d. URBEMIS2007 Computer Model, Version 9.2.
. 2007. Proposed Early Actions to Mitigate Climate Change in California
http://www.arb.ca.gov/cc/factsheets/support_ccoverview.pdf. April 20, 2007.
. 2008. Climate Change Draft Scoping Plan Pursuant to AB 32, June 2008.
California Climate Action Registry. 2008. General Reporting Protocol, Version 3, April, 2008.
California Climate Action Team (CAT). 2007. California Climate Action Teams Final Report to the
Governor and Legislature, March 2007
South Coast Air Quality Management District (SCAQMD). 1993. SCAQMD CEQA Air Quality
Handbook, April 1993.
. 2002-2006. Air Pollution Data Monitoring Cards (2002, 2003, 2004, 2005, 2006).
. 2003a. Final Localized Significance Threshold Methodology, June 2003
. 2003b. Final 2003 AQMP, August 1 2003.
. 2005. Sample Construction Scenarios for Projects Less than Five Acres in Size, February 2005.
. 2006. Final-Methodology to Calculate Particulate Matter (PM)2.5 and PM2.5 Significance Thresholds,
November 2006.
. 2007a. Rules and Regulations, 2007.
. 2007b. Final 2007 AQMP, July 13, 2007.
Southern California Association of Governments (SCAG). 1997. Air Quality Management Plan, 1997.
U.S. Environmental Protection Agency (U.S. EPA). 1999. The Cost and Benefit of the Clean Air Act:
1990-2010, Appendix DHuman Health Effects of Criteria Pollutants, November 1999.
. n.d. Screen 3 Dispersion Model.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

4.13-25

First page header

CHAPTER 5
5.1

Alternatives

INTRODUCTION

The following discussion evaluates alternatives to the proposed Transit Zoning Code (SD 84A and
SD 84B) and examines the potential environmental impacts associated with each alternative. Through
comparison of these alternatives to the Transit Zoning Code (SD 84A and SD 84B), the relative
environmental advantages and disadvantages of each are weighed and analyzed. The California
Environmental Quality Act (CEQA) Guidelines require that the range of alternatives addressed in an
EIR be governed by a rule of reason. Not every conceivable alternative must be addressed, nor do
infeasible alternatives need to be considered (CEQA Guidelines Section 15126.6). Section 15126.6 of the
CEQA Guidelines states that the factors that may be taken into account when addressing the feasibility
of alternatives are site suitability, economic viability, availability of infrastructure, other plans or
regulatory limitations, and jurisdictional boundaries. The discussion of alternatives must focus on
alternatives capable of either avoiding or substantially lessening any significant environmental effects of
the project, even if the alternative would impede, to some degree, the attainment of the project objectives
or would be more costly. The alternatives discussion should not consider alternatives whose
implementation is remote or speculative, and the analysis need not be presented in the same level of
detail as the assessment of the project.
As identified in Section 3.2 (Project Objectives), the primary objective of the proposed project is to
provide zoning for the integration of new infill development into existing neighborhoods, to allow for
the reuse of existing structures, to allow the development of the Agency properties, and to provide a
transit-supportive, pedestrian-oriented development framework to support the addition of new transit
infrastructure. The proposed project would preserve and reinforce the existing character and pedestrian
nature of the City while encouraging alternative modes of transportation, including the rail system that
connects San Diego to Los Angeles.
Based on the CEQA Guidelines, several factors need to be considered in determining the range of
alternatives to be analyzed in an EIR and the level of analytical detail that should be provided for each
alternative. These factors include (1) the nature of the significant impacts of the proposed project; (2) the
ability of alternatives to avoid or lessen the significant impacts associated with the project; (3) the ability
of the alternatives to meet the objectives of the project; and (4) the feasibility of the alternatives.
Thus, the alternatives examined herein represent alternatives that would lessen at least some of the
significant impacts associated with implementation of the proposed project, while still meeting the
project objectives. As the lead agency, the City of Santa Ana will make any final determination with
respect to whether to proceed with the proposed project or whether to accept or reject any of the
alternatives identified in this section.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

5-1

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Since the CEQA Guidelines requires that an EIR state why an alternative is being rejected, a preliminary
rationale for rejecting an alternative is presented, below, in this section. If the City ultimately rejects an
alternative, the rationale for the rejection will be presented in the findings that are required to be made
before the City certifies the EIR and takes action on the project.
The alternatives may include a different type of project, modification of the proposed project, or suitable
alternative project sites. However, the range of alternatives discussed in an EIR is governed by a rule of
reason which CEQA Guidelines Section 15126.6(f) defines as:
set[ting] forth only those alternatives necessary to permit a reasoned choice. The alternatives
shall be limited to ones that would avoid or substantially lessen any of the significant effects of the
project. Of those alternatives, the EIR need examine in detail only the ones that the lead agency
determines could feasibly attain most of the basic objectives of the project. The range of feasible
alternatives shall be selected and discussed in a manner to foster meaningful public participation
and informed decision-making.

5.2

ALTERNATIVES NOT EVALUATED IN THIS EIR

As the Transit Zoning Code (SD 84A and SD 84B) is designed to guide the development of a particular
portion of the City through a plan that is aimed at developing transit-oriented development near existing
and planned transit, an alternative site would not be appropriate as an alternative to the proposed project.
Other land uses, such as all-residential, would not achieve the objectives of the proposed project and
could result in incompatibility with adjacent land uses. All-residential development would not attract a
wide range of activities to maintain a dynamic atmosphere for the Transit Zoning Code (SD 84A and
SD 84B). Therefore, these alternatives were rejected from further analysis in the EIR because they do not
meet the objectives of the proposed project listed above.
A component of the implementation of the Transit Zoning Code is the development of the Agency
properties. These properties, approximately seven non-contiguous acres, comprise of only .015% of the
entire 450-acre project area. The development of these properties will require the demolition of several
structures which have been identified as having the potential to be eligible as historic resources (Section
4.4 Cultural Resources). Were these structures to be retained in place as a part of a potential alternative to
the project, the development of the Agency properties would be infeasible, resulting in the loss of new
affordable housing and open space opportunities. In addition, leaving the existing structures in place as
historic properties presents the difficulty of finding appropriate uses that are both able to preserve the
resources by the appropriate standards by the nature of their use and by the ability to financially maintain
the structures. It is likely that these structures would remain vacant and possibly resulting in blight as
defined by the California Health and Safety Code 33031-33039. While it could potentially be possible
to relocate and rehabilitate the existing structures, though the structural integrity of these structures is
unknown, the cost to do so, an estimated $500,000 to $1,000,000 per structure, makes this alternative
infeasible. In addition, feasible relocation sites have not been identified for all of the structures.
Furthermore, retaining these structures does not further all of the objectives of the project, which is to
create a dynamic, transit-oriented development project with a mix of higher density land uses that offer a
range of housing types, commercial uses, high-rise structures, within easy access to regional transit. The
project will allow the creation of affordable housing units, a community center, and open space.

5-2

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 5 Alternatives

Therefore, this alternative was rejected from further analysis in the EIR because it does not meet the
objectives of the project and because it is economically and technically infeasible.
Finally, under the no project alternative analysis, there is no discussion of a no project alternative with a
freezing of conditions (i.e., no development). Under CEQA Guidelines Section 15126.6(a), the no
project alternative for a land use plan analyzes the continuation of existing land use plans into the future.
Analysis of a no project /no development alternative is more appropriate for analyzing specific
development projects.

5.3

ALTERNATIVES ANALYSIS

Three scenarios, representing a range of reasonable alternatives to the proposed project were selected for
detailed analysis. The goal for evaluating any of these alternatives is to identify ways to avoid or lessen
the significant environmental effects resulting from implementation of the proposed project, while
attaining most of the project objectives. While a No Project/No Build scenario was considered, as the
Transit Zoning Code (SD 84A and SD 84B) horizon year is 2030, it is extremely unlikely that
development would not occur in the Transit Zoning Code (SD 84A and SD 84B) area. Alternatives
selected for further analysis include the following:
Alternative 1No Project/Reasonably Foreseeable Development (Continuation of
Existing General Plan): Under this alternative, development in the project area would occur
under the existing General Plan and zoning designations.
Methodology for Selection of Alternative 1: This alternative evaluates the environmental effects
of buildout of the Transit Zoning Code (SD 84A and SD 84B) according to the existing General
Plan and zoning, which allows the decision-makers to compare the impacts of approving the
proposed project with the impacts of not approving the proposed project. Therefore, under
Alternative 1, the impacts of the proposed project are compared to the impacts that would occur if
the existing General Plan were implemented in the Transit Zoning Code (SD 84A and SD 84B)
area.
Alternative 2Overall Reduced Density Alternative: This alternative would permit a 25%
overall reduction in land use intensity. In general, this alternative would reduce the overall number
of residences and commercial uses in the area.
Methodology for Selection of Alternative 2: This alternative would result in approximately
1,019 fewer residential units, and 96,750 fewer square feet of retail within the Transit Zoning Code
(SD 84A and SD 84B) area, which would reduce some of the significant impacts of the proposed
project.
Alternative 3Low-Rise Project: This alternative would limit building heights in the Downtown
and Transit Village Districts to 4 stories. This would result in 2,049 fewer residential units and
36,000 fewer sf of retail uses. The anticipated mix of land uses would therefore be different than
the proposed project, and a less residential based area would result.
Methodology for Selection of Alternative 3: Because this alternative would allow building
heights that are similar to existing buildings in the area, the alternative would ensure future
development would have less shade/shadow impacts, as well as generate fewer automobile trips.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

5-3

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

5.3.1

Alternative 1No Project/Reasonably Foreseeable


Development (Continuation of Existing General Plan)

Description
Implementation of the No Project/Reasonably Foreseeable Development Alternative would represent
the continuation of the Citys existing General Plan and zoning designations to guide future growth and
development within the project area. Under the Citys existing zoning, there are fifteen different
commercial/professional/residential/special zones located within the Transit Zoning Code (SD 84A and
SD 84B) area: Community Commercial (C1), General Commercial (C-2), Central Business (C-3), Central
Business-Artists Village (C-3A), Planned Shopping Center (C4), Arterial Commercial (C-5), Government
Center (GC), Open Space (O), Light Industrial (M1), Heavy Industrial (M2), Professional (P), Single
Family Residence (R1), Two Family Residence (R2), Multiple Family Residential (R3), and Specific
Development (SD19, SD21, SD30, SD37, and SD71). For this alternative, impacts would be analyzed
under a maximum buildout scenario within the project area with the allowed land uses and development
standards designated in the existing General Plan and zoning designations.

Impacts
Aesthetics
The types of impacts associated with the obstruction/alteration of scenic resources within a State- or
locally designated scenic highway, degradation of scenic vistas, changes in visual character and quality,
and increased light and glare would be roughly similar to the proposed project under this alternative
(with a few minor exceptions), as the overall character of the Transit Zoning Code (SD 84A and SD 84B)
area would continue to experience new development.
Similar to the proposed project, because the Transit Zoning Code (SD 84A and SD 84B) area is neither
located proximate to a State-designated highway nor within a designated view corridor associated with a
State scenic highway, implementation of this alternative would have no impact on scenic resources
within a State scenic highway view corridor.
Similar to the proposed project, this alternative could result in obstruction of views of a scenic vista
and/or focal views of places of public interest (e.g., historic resources, public art, or landmarks). Views of
mountain ranges from within the Transit Zoning Code (SD 84A and SD 84B) area are generally taken
from viewsheds looking down street corridors, between existing buildings, as existing buildings block or
obstruct the views from other locations within and around the Transit Zoning Code (SD 84A and
SD 84B) area. Similar to the proposed project, this alternative would not develop new structures within
street rights-of-way. Policies outlined in the existing General Plan would still protect scenic vistas and
vistas in the City, and this impact would be less than significant.
Development under the existing General Plan would result in changes to the visual character and quality
of the Transit Zoning Code (SD 84A and SD 84B) area. Similar to the proposed project, visual
conditions associated with construction activities under this alternative would be temporary visual
5-4

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 5 Alternatives

distractions typically associated with construction activities and equipment. As such, construction-related
visual impacts associated with this alternative are considered less than significant, and would be similar
to the proposed project. Development under the existing General Plan would restrict the potential
building heights of structures within the Transit Zoning Code (SD 84A and SD 84B) area beyond the
proposed project which could result in lesser changes to the visual character and quality of the Transit
Zoning Code (SD 84A and SD 84B) area. However, with implementation of architectural review and
design guidelines contained in the General Plan and the Citywide Design Guidelines, this impact would
remain less than significant, similar to the proposed project, although slightly less.
In addition, light and glare would also be expected to increase with full buildout of the existing General
Plan, as described for the proposed project. The proposed project includes mitigation measures to ensure
that future project design features would be developed to ensure that lighting and glare impacts from
specific development projects would remain at less-than-significant levels. In consideration of alreadysubstantial existing ambient lighting and glare in the Transit Zoning Code (SD 84A and SD 84B) area,
adverse environmental impacts from increased light and glare associated with this alternative are
anticipated to be less than significant, but would be greater than the proposed project due to the
absence of the proposed projects mitigation measures.
Similar to the proposed project, new sources of increased shade would likely result from new
development under this alternative. However, under this alternative, the potential height of structures
developed as part of this alternative would be similar to existing conditions. As a result, the level of
shadows that would exist in the project area upon implementation of this alternative would not be
expected to substantially increase the level of shadows cast within the Transit Zoning Code (SD 84A and
SD 84B) area. As a result, impacts are anticipated to be less than significant, and less than those that
could be constructed in certain areas of the Transit Zoning Code due to lesser potential building heights
and densities under the proposed project.

Air Quality
Implementation of this alternative creates new sources of regional air emissions, but these sources would
be managed so as not to conflict with or impair implementation of the Air Quality Management Plan
(AQMP). The existing General Plan and Zoning Ordinance were considered in the preparation of the
2003 AQMP, and implementation of this alternative would be consistent with the AQMP. This impact
would be less than significant.
The total emissions generated by construction of individual projects, which may have overlapping
schedules, would be expected to remain in exceedance of SCAQMD thresholds. Construction impacts
on air quality would be expected to remain significant and unavoidable, similar to the proposed
project.
Although total air emissions may be less than the proposed project, impacts related to operation of
projects under the existing General Plan and Zoning Ordinance as well as the projects contribution to
an existing air quality violation would be significant and unavoidable, similar to the proposed project.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

5-5

Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Operation of projects under this alternative would not expose sensitive receptors to substantial localized
CO concentrations. The growth envisioned under this alternative would not generate CO concentrations
exceeding national and State ambient air quality standards. Similar to the proposed project, the resulting
air quality impacts would be less than significant.
Development under the General Plan and Zoning Ordinance would not be expected to generate
objectionable odors that would affect a substantial number of people. This impact would be less than
significant, similar to the proposed project.

Biological Resources
As described in the Environmental Setting, the majority of the project area has been developed, paved,
or landscaped and supports largely nonnative plant species. Suitable habitat for sensitive mammal, reptile,
amphibian, or fish species does not exist within the Transit Zoning Code (SD 84A and SD 84B) or
adjacent areas, and there are no wildlife migration corridors. In addition, no threatened, endangered, or
sensitive species have been reported to occur within the Transit Zoning Code (SD 84A and SD 84B).
Impacts would be less than significant, similar to the proposed project.
Some migratory avian species and other raptors may use portions of the site and adjacent areas during
breeding season, and are protected under the Migratory Bird Treaty Act (MTBA). Specific areas of
concern would be those portions of the proposed project area that contain large landscaping trees or
other suitable vegetation such as medium size woody vegetation that could also be used for nesting.
Impacts to migratory birds would be addressed on a site-by-site basis. It is expected that mitigation
measures would be applied as necessary to comply with the MBTA, and reduce impacts to a less-thansignificant level, similar to the proposed project.

Cultural Resources
Development under this alternative would result in a different mix of uses, although this would not
substantially affect the level of impacts to cultural resources, as identified for the proposed project.
Ground-disturbing activities would continue to occur in order to accommodate new development.
Consequently, the potential of encountering fossil-bearing soils and rock formations, destroying
belowground paleontological resources, affecting archaeological sites and sites of cultural significance to
Native Americans would still occur, similar to the proposed project. Given the lack of any documented
buried cultural resources in the area, the probability of uncovering these resources is considered low.
Mitigation measures would be expected to be developed on a site-by-site basis as individual projects are
proposed and reviewed. Therefore, it is anticipated that impacts under this alternative would be less
than significant, similar to the proposed project.
Because development could still occur within the project area, regardless of its intensity or type, the
potential demolition or alteration of historic structures could still occur. Because the potential exists for
development to result in the removal/loss of a historic structure within the Transit Zoning Code
(SD 84A and SD 84B) area, impacts under this alternative would be considered significant and
unavoidable, similar to the proposed project.

5-6

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 5 Alternatives

Geology and Soils


Lesser development intensity would occur under this alternative; however, a substantially similar number
of people would be exposed to seismic and geologic hazards. Site-specific hazards associated with
erosion, loss of topsoil, liquefaction, subsidence, landslides, and expansive soils would be of a similar
magnitude than the proposed project. All future development in the project area would be required to
adhere to the most recent California Building Codes (CBC), which includes strict building specifications
to ensure structural and foundational stability, similar to the proposed project. Overall, this alternative
would have a less-than-significant impact, similar to the proposed project.

Global Climate Change


Under this alternative, development intensity would be lesser, thereby potentially fewer automobile trips
might occur. In addition, the burning of combustible materials for heat, need for electricity would be
expected to be reduced. However, development under this alternative would still likely be similar to the
proposed project and remain significant and unavoidable, similar to the proposed project

Hazards
Impacts related to Hazards and Hazardous Materials would be largely similar to the proposed project, as
the intensity of development would not substantially affect the potential for impacts to this resource.
Similar to the proposed project, there is potential for encountering soil contamination during
construction, which could create a significant hazard to the public or the environment. As projects are
reviewed on a site-by-site basis, it is expected that mitigation measures would be identified to reduce this
impact to a less-than-significant level, similar to the proposed project.
Similar to the proposed project, all development would comply with health and safety and environmental
protection laws and regulations, related to new construction and hazardous materials storage, use, and
transport. This would minimize the publics exposure to contaminated and hazardous substances due to
routine use and if a spill occurs. Further, compliance with applicable regulations would ensure that
impacts from hazardous materials handling adjacent to nearby schools would be less than significant.
These impacts would be less than significant, similar to the proposed project
Impacts to emergency access would be similar to the proposed project, as construction activities could
temporarily encroach onto roadways. As projects are reviewed on a site-by-site basis, it is expected that
mitigation measures would be identified to reduce this impact to a less-than-significant level, similar to
the proposed project.

Hydrology and Water Quality


Implementation of this alternative would not result in significant impacts to hydrology or water quality.
Less development would occur, thereby reducing hydrology and water quality impacts. Although the
total amount of development could differ from the proposed project under this alternative, similar
alterations to drainage patterns, discharge of pollutants and alterations to hydrological patterns would
occur. Runoff would be subject to NPDES permit standards. If necessary, treatment would be employed

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

by individual projects to remove excess pollutants from runoff during the construction and operational
phases of development. In terms of water quality, this alternative would have a less-than-significant
impact, similar to the proposed project.
As the Transit Zoning Code (SD 84A and SD 84B) area does not include any significant recharge areas,
depletion of groundwater and percolation of pollutants into groundwater aquifers would be less than
significant, similar to the proposed project.
This alternative would alter individual site drainage characteristics, but it would not increase the quantity
of runoff discharged into the City storm drain system, similar to the proposed project. These impacts
would be less than significant.
This alternative would have less-than-significant impacts resulting from exposure to flooding as a
result of a levee or dam, or effects of seiche, tsunami, or mudflow, similar to the proposed project.

Land Use
Existing land uses within the Transit Zoning Code (SD 84A and SD 84B) consist primarily of industrial,
institutional, and district center, with some commercial and residential. Development under this
alternative would continue this trend. Inconsistencies between this alternative and the existing applicable
land use plans governing development of the proposed project area would not occur, and would not
require amendments to the General Plan and Zoning Code, which the proposed project would.
However, the existing General Plan/Zoning inconsistencies present throughout the project area would
continue. Implementation of this alternative would not alter the types or densities of the uses within the
Transit Zoning Code (SD 84A and SD 84B) area. Integrated and cohesive development standards for the
Transit Zoning Code (SD 84A and SD 84B) area would not be implemented as proposed under the
Transit Zoning Code (SD 84A and SD 84B). On the whole, impacts would be less than significant
under this alternative, and less than the proposed project.

Noise
Under Alternative 1, future development would involve a less intense development within the Transit
Zoning Code (SD 84A and SD 84B) area. As a result, impacts would be less than the proposed project.
Since the proposed project determined a less than significant impact with respect to operational noise,
this alternative would not be anticipated to expose sensitive receptors in the project area to excessive
noise levels, and impacts would remain less than significant.
Similar to the proposed project, construction activities under this alternative would be subject to the
Citys Municipal Code standards, and construction noise would be controlled. This impact would be less
than significant, similar to the proposed project. Nonetheless, the potential for sensitive receptors to be
subject to excessive vibration during construction would remain, similar to the proposed project, and
would be considered significant and unavoidable. Impacts related to noise from the AT & SF railroad
would still occur under this alternative since it does not affect the current use of trains. This impact
would be considered significant and unavoidable.

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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 5 Alternatives

Population and Housing


Development proposed under this alternative would not involve any increase in excess of the projected
population growth as set forth by SCAG forecasting, which relies on (among other factors) established
land uses at the local jurisdictional level, including but limited to, local general plans. Therefore, since this
alternative assumes buildout of the existing general plan, it would therefore be in conformance thereto,
and have a lesser impact than the project. No impacts would occur.

Public Services
Development under this alternative would result in less of an increase in new residents to the City at
buildout when compared to the proposed project due to the lack of a direct population increase within
the Transit Zoning Code (SD 84A and SD 84B) area. The firefighter to population service ratio would be
substantially similar to the proposed project, as fire protection needs would be required for existing and
proposed uses under this alternative. The same holds true for police protection, as the police officer to
population service ratio would be substantially similar to what is currently projected under the proposed
project. As a result, impacts to fire and police services would be less than significant.
Impacts to libraries and schools would be less than the proposed project due to the fewer number of
residential uses under this alternative. No impact would occur.
Under this alternative, no direct population increase is anticipated. As a result, the overall amount of land
designated for parks and recreation under this alternative would be substantially less than the proposed
project. As Alternative 1 would not result in the need for additional parkland, no impact would occur,
and impacts would be substantially less than the proposed project.

Transportation
As development under this alternative would involve an intensification of uses, traffic volumes along
local street segments are anticipated to increase. The impacts to intersections would remain potentially
significant. While development under this alternative would likely include several roadway improvements,
similar to the proposed project, it does not include the emphasis on alternative modes of transportation.
Therefore, impacts would be considered to be greater than the proposed project. Nonetheless, impacts
resulting from implementation of this alternative would be anticipated to be significant and
unavoidable despite the roadway improvements that would be required as development occurs within
the Transit Zoning Code (SD 84A and SD 84B) area. As buildout of both the proposed project and this
alternative would both be subject to City code in regards to parking, impacts to parking would be similar
to the proposed project and less than significant. Impacts to emergency access would comply with
existing policies contained in the General Plan and Municipal Code, and would be less than significant,
similar to the proposed project.

Utilities
The existing project area is substantially built out and highly urbanized. Development under the No
Project/Reasonably Foreseeable Alternative would not likely develop many uses of substantially greater

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

intensity or density due to current zoning restrictions. Where newly re-developed areas under the existing
general plan occur, the demand for utilities may increase commensurately. However any increase would
be substantially less than the proposed project. As the increase in demand would be less than under the
proposed project, impacts would be less than significant.

5.3.2

Alternative 2Overall Reduced Density

Description
The Overall Reduced Alternative involves reducing the intensity of all anticipated uses within the Transit
Zoning Code (SD 84A and SD 84B) area by 25 percent. In general, this alternative would reduce the
number of residences and reduce employment opportunities as a result of less commercial uses in the
area. Specific development characteristics that would be allowed under this alternative relative to the
proposed Transit Zoning Code (SD 84A and SD 84B) are specified in Table 5-1 (Alternative 2 and
Proposed Transit Zoning Code [SD 84A and SD 84B] Characteristics).
Table 5-1
Land Use Type

Alternative 2 and Proposed Transit Zoning Code (SD 84A and SD 84B)
Characteristics
Alternative 2

Transit Zoning Code (SD 84A and SD 84B)

Difference

3,056

4,075

(1,019)

Retail (sf)

290,250

387,000

(96,750)

Industrial (sf)

(990,000)

(990,000)

Commercial (sf)

(124,000)

(124,000)

Civic (sf)

(21,000)

(21,000)

Green (sf)

680,000

680,000

(1,772,000)

(1,772,000)

Residential (units)

Parking
SOURCE:

PBS&J 2010

Impacts
Aesthetics
The types of impacts associated with obstruction/alteration of scenic resources within a State- or locally
designated scenic highway, degradation of scenic vistas, changes in visual character and quality, and
increased light and glare would be roughly similar to the proposed project under this alternative (with a
few minor exceptions), as the overall character of the project area at buildout would be similar. Similar
changes could occur throughout the project area, specifically in the Transit Village District, and
development would be subject to the same policies, standards, and guidelines as presented in the
proposed project.

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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 5 Alternatives

Similar to the proposed project, because the Transit Zoning Code (SD 84A and SD 84B) area is neither
located proximate to a State-designated highway, nor within a designated view corridor associated with a
State scenic highway, implementation of this alternative would have no impact on scenic resources
within a State scenic highway view corridor.
Similar to the proposed project, this alternative could result in obstruction of views of a scenic vista
and/or focal views of places of public interest (e.g., historic resources, public art, or landmarks). Views of
mountain ranges from within the Transit Zoning Code (SD 84A and SD 84B) area are generally taken
from viewsheds looking down street corridors, between existing buildings. Similar to the proposed
project, this alternative would not develop new structures within street rights-of-ways so existing
viewsheds would not be blocked and views of the mountains from within the Transit Zoning Code
(SD 84A and SD 84B) area would be preserved. Since development under this alternative would be likely
be similar in height to those structures under the proposed project, the impacts upon scenic vistas of
mountains from this alternative would also be similar to the proposed project and are considered less
than significant.
Development under this alternative would result in changes to the visual character and quality of the
Transit Zoning Code (SD 84A and SD 84B) area. Similar to the proposed project, this alternative could
temporarily adversely alter visual conditions associated with construction activities and equipment. As
such, construction-related visual impacts associated with this alternative are considered less than
significant, and would be equal to the proposed project.
This alternative would result in permanent impacts to the visual character or quality of the Transit
Zoning Code (SD 84A and SD 84B) area. With implementation of design guidelines, including
landscaped areas and masonry buffers, the new development proposed under this alternative would
generally improve the visual character of the Transit Zoning Code (SD 84A and SD 84B) and
surrounding areas. The visual quality impacts of this alternative would be considered less than
significant, similar to the proposed project.
Light and glare would also be expected to increase with implementation of this alternative, similar to the
proposed project. This alternative includes the same mitigation measures applicable to the proposed
project to ensure that future project design features would be developed to ensure that lighting and glare
impacts from specific development projects would remain at less than significant levels. In consideration
of already-substantial existing ambient lighting and glare in the Transit Zoning Code (SD 84A and
SD 84B) area, adverse environmental impacts from increased light and glare associated with this
alternative are anticipated to be less than significant.
The provision of appropriate mitigation measures and specific project design features would ensure that
lighting and glare impacts from specific development projects under this alternative would remain at
less-than-significant levels.
Similar to the proposed project, new sources of increased shade would likely result from new
development under this alternative. Based on the land uses adjacent to the Transit Zoning Code (SD 84A
and SD 84B), there would be potential impacts to sensitive receptors as a result of increased

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

development. Impacts would be significant and unavoidable, but less than the proposed project due to
a decrease in residential units within the vicinity of the Transit Village District, which would allow for
structures up to twenty stories in height.

Air Quality
Implementation of this alternative would provide new sources of regional air emissions that would
conflict with, and impair, implementation of the Air Quality Management Plan (AQMP). Implementation
of Alternative 2 would result in substantially (25 percent) less commercial and residential development
than the proposed project. Because future population levels would not be consistent with SCAG
projections, this alternative would also not be considered consistent with the 2007 AQMP. Similar to the
proposed project, this impact would be considered significant and unavoidable.
The total amount of emissions generated, including criteria pollutants, under this alternative would be
similar to that of the proposed project, as this alternative would result in a similar amount of
construction. The total emissions generated by construction of individual projects, which may have
overlapping schedules would be expected to remain in exceedance of SCAQMD thresholds.
Construction impacts on air quality would remain significant and unavoidable, and would be similar in
magnitude to the proposed project.
Similar to the proposed project, operation of projects under this alternative would exceed the daily
thresholds for criteria pollutants. The alternative would also contribute to an existing air quality violation.
Therefore, impacts remain significant and unavoidable.
In addition, development under this alternative would not be expected to generate objectionable odors
that would affect a substantial number of people. This impact would be less than significant.

Biological Resources
As described in the Environmental Setting, the majority of the project area has been developed, paved,
or landscaped and supports largely non-native plant species. Suitable habitat for sensitive mammal,
reptile, amphibian, or fish species does not exist within the Transit Zoning Code (SD 84A and SD 84B)
or adjacent areas, and there are no wildlife migration corridors. In addition, no threatened, endangered,
or sensitive species have been reported to occur within the Transit Zoning Code (SD 84A and SD 84B)
area. Impacts would be less than significant, similar to the proposed project.
Some migratory avian species and other raptors may use portions of the site and adjacent areas during
breeding season, and are protected under the Migratory Bird Treaty Act (MTBA). Specific areas of
concern would be those portions of the proposed project area that contain large landscaping trees or
other suitable vegetation that could also be used for nesting. Impacts to migratory birds would be
addressed through project-specific mitigation measures and compliance with the MBTA, similar to the
proposed project, and impacts would be reduced to less-than-significant levels.

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Chapter 5 Alternatives

Cultural Resources
Development under this alternative would result in different building densities and building heights,
although this difference would not substantially affect the level of impacts to cultural resources. Grounddisturbing activities could continue to occur in order to accommodate new development. Consequently,
the potential of encountering fossil-bearing soils and rock formations, destroying belowground
paleontological resources, affecting archaeological sites and sites of cultural significance to Native
Americans would still occur, similar to the proposed project. Given the lack of any documented buried
cultural resources in the area, the probability of uncovering these resources is considered low. Mitigation
measures identified for the proposed project would apply and would reduce impacts to less than
significant.
Because development could still occur on the same parcels within the Transit Zoning Code (SD 84A and
SD 84B) area, regardless of its intensity, the potential demolition of historic structures could still occur.
Even though the mitigation measures associated with protection of historic resources for the proposed
project would apply, it is anticipated that impacts under this alternative would be significant and
unavoidable, similar to the proposed project.

Geology and Soils


Similar to the proposed project, existing regulations that address groundshaking and ground failure issues
(such as liquefaction), and adherence to the requirements of the Building and Safety Code would reduce
impacts associated with seismically induced groundshaking and ground failure to a less-than-significant
level.
Adherence to the soil and foundation support parameters and the grading requirements in the Building
and Safety Code, which is required by City and State law, would also ensure the maximum practicable
protection available from soil failures (i.e., lateral spreading, subsidence, liquefaction, collapse, and
expansive soils) under static or dynamic conditions. Similar to the proposed project, these impacts would
be less than significant.
Compliance with the NPDES permit process, the Building and Safety Code requirements and additional
City requirements would minimize potential effects from erosion. Consequently, similar to the proposed
project, the potential impact associated with topsoil erosion would be less than significant.

Global Climate Change


Under this alternative, development intensity would be lesser, thereby potentially fewer automobile trips
might occur. In addition, the burning of combustible materials for heat, need for electricity would be
expected to be reduced. However, development under this alternative would still likely be similar to the
proposed project and remain significant and unavoidable.

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Hazards
Impacts related to Hazards and Hazardous Materials would be largely similar to the proposed project, as
the intensity of development would not substantially affect the potential for impacts to this resource.
Similar to the proposed project, there is potential for encountering soil contamination during
construction, which could create a significant hazard to the public or the environment. Mitigation
measures identified for the proposed project would reduce this impact to a less-than-significant level.
Construction and operational activities under this alternative could involve the routine use, storage,
transport, or disposal of hazardous materials in an identical fashion as the proposed project. This would
include materials typically used in construction (e.g., diesel fuel, paints and solvents), cleaning products
used in maintenance of commercial and residential space, auto repair and medical facility products, and
fertilizers and pesticides used in maintenance of landscaped areas. Compliance with applicable federal,
state, and local regulations related to the use, storage and transport of such materials would ensure that
this impact would be less than significant, similar to the proposed project.
Similar to the proposed project, under this alternative, the City would be required to create an updated
emergency response plan for the project area to ensure adequate emergency access and evacuation. Site
plans for future development within the Transit Zoning Code (SD 84A and SD 84B) area would be
reviewed by the Santa Ana Fire Department as well as the City of Santa Ana Planning Department to
ensure adequate police, ambulance, and fire personnel access to the proposed project area. In addition,
future developments would likely require further environmental analysis under CEQA which would
include impact analysis of fire, police, and ambulance access. Traffic impacts within the Transit Zoning
Code (SD 84A and SD 84B) area which could impact response plans and evacuation plans would be
required to be mitigated to less than significant levels. After implementation of identified mitigation
measures for the proposed project, development initiated under this alternative would not interfere with
any emergency response or evacuation plans. This impact is considered less than significant, similar to
the proposed project.
Although projects within the Transit Zoning Code (SD 84A and SD 84B) area listed in Alternative 2
would involve the use of some hazardous materials within the Transit Zoning Code (SD 84A and
SD 84B) area, applicable laws regarding upset and accident preparation and response would continue to
be implemented as required in the proposed project. Existing regulations would be expected to minimize
the potential for exposure to adverse health or safety effects. Therefore, development under this
alternative would not involve the use of materials in a manner that poses any substantial hazards to
people, or to animal or plant populations. Furthermore, the City Fire Department would continue to
provide emergency response services. As mentioned above, this alternative would not interfere with
emergency response plans or emergency evacuation plans relating to hazardous materials because each of
the future projects within the Transit Zoning Code (SD 84A and SD 84B) would be required to go
through plan checks with the fire department in addition to further environmental review of fire and
emergency services. The types of hazardous materials anticipated are expected to be limited to regulated
types and quantities. For these reasons, Alternative 2 would result in a less-than-significant impact
related to the upset and accidental release of hazardous materials into the environment, similar to the
proposed project. It should also be noted that under this alternative the potential for residential

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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 5 Alternatives

structures to be located near the I-5 Freeway would decrease, and there would be a corresponding
decrease in the potential health risk due to the decrease in potential diesel exhaust emission attributable
to I-5.
Similar to the proposed project, the future developments under Alternative 2 could handle and/or store
potentially hazardous materials within the Transit Zoning Code (SD 84A and SD 84B); however, the
types of hazardous materials anticipated are limited to regulated types and quantities. Compliance with all
applicable local, State, and federal laws, and regulations associated with hazards and hazardous materials
would ensure that development under this alternative would result in a less-than-significant
environmental impact related to the emission or handling of hazardous materials within the vicinity of
schools, similar to the proposed project.

Hydrology and Water Quality


Implementation of Alternative 2 would not result in significant impacts to hydrology or water quality.
Grading and other earth moving activities during construction of individual projects within the project
area could lead to an increase in suspended solids from surface flows during storm events, which could
also impact surface water quality during storm events; however, any proposed development within the
Transit Zoning Code (SD 84A and SD 84B) under this alternative would have to satisfy all applicable
requirements of the NPDES Program and the Santa Ana Municipal Code, including the preparation of a
SWPPP, similar to the proposed project. Compliance with these requirements would ensure that all
construction related impacts to water quality and waste discharge requirements would be less than
significant.
During operational activities, pollutants may also be washed from the streets during non-storm events
and this effect has the potential to degrade water quality and may result in significant impacts; however,
development projects have a responsibility under NPDES to ensure pollutant loads from the projects do
not exceed total maximum daily loads for downstream receiving waters. Under this alternative,
development projects within the Transit Zoning Code (SD 84A and SD 84B) area would be required to
submit and then implement a SUSMP containing design features BMPs appropriate and applicable to the
individual projects. Potential water quality impacts would be less than significant with the preparation
of required SUSMPs and implementation of the applicable BMPs, similar to the proposed project.
Groundwater use as a result of implementation of this alternative would be in accordance to existing
plans and projections and would not substantially deplete groundwater supplies. In addition, the project
area is currently not used for groundwater recharge activities and the site is developed with primarily
impervious surfaces. Under existing conditions, there is little, if any, potential for natural groundwater
recharge to occur, and there is no facilitated groundwater recharge. Under this alternative, impervious
surface characteristics would not be greatly altered, and no facilitated groundwater recharge facilities are
planned. Existing areas of pervious surfaces that are not being modified would remain and potential
recharge would not be changed. Improvement of existing impervious areas to more pervious conditions
would not greatly alter surface hydrology and would not significantly alter infiltration or groundwater
recharge. Consequently, development under this alternative would result in less-than-significant impact
to groundwater supplies or recharge, similar to the proposed project.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

The project area is developed and served by existing storm water collection and conveyance systems, and
does not contain a stream or river. Although slightly less residential and office development would occur
under this alternative, construction activities associated with development would not require any
substantial changes to the existing drainage patterns of the area. Furthermore, individual projects
developed under this alternative would include project design features that would aid in the conveyance
of storm water to existing facilities. All runoff would continue to be conveyed via streets and gutters to
storm drain locations within the project area. The identified project requirement for the proposed project
would still apply and would ensure that impacts associated with drainage regarding erosion or flooding
would remain less than significant, similar to the proposed project.
The project area is an urbanized environment with no natural drainage and mostly impervious surfaces.
Urban contaminants in runoff from the proposed project area could lower the quality of stormwater
runoff both during and after construction. Sediment-laden runoff from construction and postconstruction operations at the site could enter the Citys storm drain system, and contribute to
degradation water quality; however, any potentially significant impacts on water quality during
construction and post-construction phases would be reduced to less-than-significant levels through
compliance with the identified PRs, and existing SUSMPs and implementation of the applicable BMPs.
Because slightly less construction would occur under this alternative, this impact would be slightly less
than the proposed project.
Similar to the proposed project, implementation of this alternative, which would result in less residential
and commercial development, would not otherwise substantially degrade water quality, place housing or
structures within a 100-year flood zone, or expose people or structures to a significant risk of loss, injury,
or death involving flooding, including flooding as a result of the failure of a levee or dam. There would
be no impact with respect to these thresholds. In addition, there would be no impact that would
expose people or structures under this alternative to a significant risk of loss, injury, or death involving
inundation by a seiche, tsunami, or mudflow.

Land Use
Existing land uses within the project area are primarily characterized as industrial, residential, and
commercial with pockets of high-density residential uses in the northwestern and northeastern portions
of the downtown area. . Development under this alternative would include residential and commercial
uses but at lower intensities than the proposed project. Amendments to the General Plan and Zoning
Code would be undertaken to ensure conformity with the development proposed under this alternative.
Similar to the proposed project, the intention of this alternative is to provide a mixed-use community,
which would enhance the efficiency and daily activity within the project area. Overall changes to the land
use character would be similar to that described for the proposed project, but would result in 25 percent
lower densities per land use. On the whole, impacts would be less than significant under this
alternative, and similar to the proposed project.

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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 5 Alternatives

Noise
Under Alternative 2, overall land use intensities/densities are reduced by 25 percent. Consequently, the
noise impacts to residential land uses along major thoroughfares would be less than the proposed project,
and would remain less than significant.
Similar to the proposed project, construction activities under this alternative would be subject to the
Citys Municipal Code standards, and unreasonably loud construction noise would be controlled. This
impact would be less than significant, similar to the proposed project.
Construction-related vibration and noise from the operation of the rail lines existing in the easterly side
of the project area adjacent to the SARTC would be similar under this alternative to those of the
proposed project. Although building intensities would be reduced, this would have little effect on the use
of construction equipment such as pile drivers. In addition, lowering of project intensity has no effect on
the noise generated by the use of the railroad tracks. The same mitigation measures would be implanted
in this alternative as with the project. These would reduce the impacts. However, even after the
incorporation of mitigation, impacts remain significant and unavoidable.

Population and Housing


The proposed infill development under this alternative would make maximum use of existing
infrastructure, and future development would be required to include provisions to make any necessary
improvements and to fund their fair share allocation of those costs. Thus, the indirect population growth
impact resulting from infrastructure improvements associated with this alternative are considered less
than significant, similar to the proposed project.
Full buildout of Alternative 2 would result in lesser impacts to population and housing as compared to
the proposed project. The reduction in residential units (1,019) would also reduce the anticipated direct
population growth by approximately 3,057 residents for a total project increase of 9,168 residents under
this alternative. Because the projected increase of the anticipated residents in the City resulting from the
proposed project is within, or under the limit of, the total population increase projected for the City
between 2010 and 2035, and because this alternative would result in fewer new residents, the forecasted
population growth in the City is not considered substantial relative to the surrounding areas. Therefore,
this impact would be slightly less in magnitude when compared to the proposed project. Therefore, the
anticipated increase, as a result of future development in the project area, would likely remain less than
significant, although less than the proposed project.

Public Services
As the population increase would be slightly less under this alternative compared to the proposed
project, impacts to public services would also be less than the proposed project, as discussed below.
The same types of development would be permitted throughout the project area. Therefore, the
anticipated number of calls is expected to be less than the proposed project, and would not be above the
recommended workload for a rescue ambulance. Similarly, all new buildings developed under this

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

alternative would be constructed in accordance with the Citys Building Code and would be required to
have adequate fire code requirements. Implementation of this alternative would still not result in a
substantial reduction in the firefighter per resident ratio within the City, similar to the proposed project.
As such, impacts would also be less than significant.
All new development places an increased burden on police services and causes a need for increased staff
and increased space. Security concerns related to new uses within the project area would be addressed
through the permit process, at which time the Santa Ana Police Department would have the opportunity
to review the proposed uses and provide input on necessary security measures. Persons on-site or
elsewhere in the City would not be exposed to increased risks as a result of the additional demands on
the Santa Ana Police Department as a result of development under this alternative. Further, the present
police officer to population service ratio would be similar to the proposed project, and impacts would be
less than significant.
Approximately 1,620 fewer residential units would be developed under this alternative, which in turn,
would result in slightly fewer students when compared to the proposed project. The Santa Ana Unified
School District currently collects developer fees for mitigation of school impacts. Government Code
Section 53080, payment of development fees is considered full mitigation for significant school impacts.
Therefore, the impact on schools from this alternative would be less than significant, similar to the
proposed project, although slightly less.
As approximately 3,057 fewer residential units would be developed under this alternative, the impact to
library services would be less than the proposed project. Although an increase in 9,168 residents would
increase demand on library services, the tax base afforded by the additional development within the
Transit Zoning Code (SD 84A and SD 84B) area would contribute to the Citys general fund, which is
distributed to various City services, including libraries. Therefore, any necessary
improvements/modifications to the existing Santa Ana library system would be implemented using the
general fund and determined on an as-needed annual basis by the City. As such, impacts would remain
less than significant, similar to the proposed project.
Implementation of Alternative 2 would result in a lesser potential demand for additional recreational
facilities in the project area; however, it could result in the increased use of parks and recreational
facilities. Payment of developer fees would ensure that adequate parkland is provided for all City
residents per the Citys Municipal Code. As such, impacts would be less than significant, similar to the
proposed project, although the anticipated level of parkland required for implementation of this
alternative would be less than the proposed project.

Transportation
As development under this alternative would involve an intensification of uses, traffic volumes along
local street segments are anticipated to increase. However, with the reduced overall densities, traffic will
be lesser than with the project. All of the study area intersections that were found to have significant
impacts as a result of the project will still have a significant impact as a result of this alternative, except
for one intersection; the intersection of Mortimer St and Santa Ana Blvd showed an improvement to

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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 5 Alternatives

LOS D from LOS E, thereby not requiring installation of a signal or other improvement. The impacts to
all other intersections would still require mitigation as described in Section 4.11 and remain less than
significant. Impact 4.11-19 would remain significant and unavoidable because while the impacts to
Grand Avenue at I-5 NB Ramps can be mitigated, it is beyond the jurisdiction of the City to make the
necessary improvements. As buildout of both the proposed project and this alternative would both be
subject to City code in regards to parking, impacts to parking would be similar to the proposed project
and less than significant. Impacts to emergency access would comply with existing policies contained
in the General Plan and Municipal Code, and would be less than significant, similar to the proposed
project.

Utilities
Alternative 2, at buildout, would increase the population of the City resulting in increased demands for
utilities. As the population increase would be less under Alternative 2 than under the proposed project,
the demand for utilities would be correspondingly less. Although the demand would only be slightly less
as compared to the proposed project, impacts to utilities would remain at less than significant.

5.3.3

Alternative 3Low-Rise Project

Description
This alternative is a low- to mid-rise version of the Transit Zoning Code (SD 84A and SD 84B). Under
this alternative, the Downtown and Transit Village Districts would be redeveloped according to the
standards of the First Street Corridor District. The remaining districts of the Transit Zoning Code
(SD 84A and SD 84B) area would be developed consistent with the proposed project under this
alternative. Specific development characteristics that would be allowed under this alternative relative to
the proposed Transit Zoning Code (SD 84A and SD 84B) are specified in Table 5-2 (Alternative 3 and
Proposed Transit Zoning Code [SD 84A and SD 84B] Characteristics).
Table 5-2
Land Use Type

Alternative 3 and Proposed Transit Zoning Code (SD 84A and SD 84B)
Characteristics
Alternative 3

Transit Zoning Code (SD 84A and SD 84B)

Difference

2,026

4,075

(2,049)

Retail (sf)

351,000

387,000

(36,000)

Industrial (sf)

(990,000)

(990,000)

Commercial (sf)

(124,000)

(124,000)

Civic (sf)

(21,000)

(21,000)

Green (sf)

680,000

680,000

(1,534,000)

(1,772,000)

(238,000)

Residential (units)

Parking
SOURCE: PBS&J 2010

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Impacts
Aesthetics
The types of impacts associated with obstruction/alteration of scenic resources within a State- or locally
designated scenic highway, degradation of scenic vistas, changes in visual character and quality, and
increased light and glare would be roughly similar to the proposed project under this alternative (with a
few minor exceptions), as the overall character of the project area at buildout would be similar. Similar
changes could occur throughout the project area, and development would be subject to the same
policies, standards, and guidelines as presented in the proposed project.
Similar to the proposed project, because the downtown area is neither located proximate to a Statedesignated highway, nor within a designated view corridor associated with a State scenic highway,
implementation of this alternative would have no impact on scenic resources within a State scenic
highway view corridor.
Similar to the proposed project, this alternative could result in obstruction of views of a scenic vista
and/or focal views of places of public interest (e.g., historic resources, public art, or landmarks). Views of
mountain ranges from within the downtown area are generally taken from viewsheds looking down street
corridors, between existing buildings. Similar to the proposed project, this alternative would not develop
new structures within street rights-of-way so existing viewsheds would not be blocked and views of the
mountains from within the Transit Zoning Code (SD 84A and SD 84B) area would be preserved.
Development under this alternative would be less intense and structures would be of lower height
compared to the proposed project, the impacts upon scenic vistas of mountains from this alternative
would be less than the proposed project and are considered less than significant.
Development under this alternative would result in changes to the visual character and quality of the
downtown area. Similar to the proposed project, Alternative 3 would temporarily adversely alter visual
conditions associated with construction activities and equipment. As such, construction-related visual
impacts associated with this alternative are considered less than significant, and would be equal to the
proposed project.
This alternative would result in permanent impacts to the visual character or quality of the downtown
area. The development proposed under this alternative would redistribute land uses, as compared to the
proposed project, but would apply the same design guidelines and new landscaping as the proposed
project. The reduction in allowable building heights under this alternative would somewhat lessen the
potential change to visual character of the area. Therefore, this impact would be considered less than
significant.
Light and glare would also be expected to increase with implementation of this alternative, similar to the
proposed project. This alternative includes the same mitigation measures applicable to the proposed
project to ensure that future project design features would be developed to ensure that lighting and glare
impacts from specific development projects would remain at less than significant levels. In consideration
of already-substantial existing ambient lighting and glare in the Transit Zoning Code (SD 84A and

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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 5 Alternatives

SD 84B) area, adverse environmental impacts from increased light and glare associated with this
alternative are anticipated to be less than significant. The provision of appropriate mitigation measures
and specific project design features would ensure that lighting and glare impacts from specific
development projects under this alternative would remain at less-than-significant levels.
Similar to the proposed project, new sources of increased shade would likely result from new
development under this alternative. However, under this alternative, the potential height of structures
developed as part of this alternative would be limited to four stories in height, which is similar to the
structures currently located in the project area. As a result, the level of shadows that would exist in the
project area upon implementation of this alternative would not be expected to substantially increase the
level of shadows cast within the Transit Zoning Code (SD 84A and SD 84B) area. As a result, impacts
are anticipated to be reduced to less than significant levels, and less than the proposed projects
significant and unavoidable impacts.

Air Quality
Implementation of this alternative would provide new sources of regional air emissions that would
conflict with, and impair, implementation of the Air Quality Management Plan (AQMP). Implementation
of Alternative 3 would result in less residential development than the proposed project but the growth
projected in this alternative, when considered cumulatively with the Metro East Mixed Use Overlay
Zone, would still exceed current SCAG growth projections for the City. Because future population levels
would not be consistent with SCAG projections, this alternative would also not be considered consistent
with the 2003 AQMP. Similar to the proposed project, this impact would be considered significant and
unavoidable.
The total amount of emissions generated, including criteria pollutants, under this alternative could result
in a greater amount of construction than the proposed project, due to the increased amount of
development; therefore, the total emissions generated by construction of individual projects, which may
have overlapping schedules would be expected to remain in exceedance of SCAQMD thresholds. As a
result, construction impacts on air quality would remain significant and unavoidable, similar to the
proposed project.
Due to the overall reduction in residential uses and development intensity under this alternative, total air
emissions would likely be less than the proposed project. Nonetheless, operational impacts of this
alternative, as well as the contribution of the alternative to an existing air quality violation are anticipated
to remain significant and unavoidable due to the increase in development within the Transit Zoning
Code (SD 84A and SD 84B) area.
Development under this alternative would not be expected to generate objectionable odors that would
affect a substantial number of people. This impact would be less than significant, similar to the
proposed project.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Biological Resources
As described in the Environmental Setting, the majority of the Transit Zoning Code (SD 84A and
SD 84B) area has been developed, paved, or landscaped and supports largely non-native plant species.
Suitable habitat for sensitive mammal, reptile, amphibian, or fish species does not exist within the Transit
Zoning Code (SD 84A and SD 84B) or adjacent areas, and there are no wildlife migration corridors. In
addition, no threatened, endangered, or sensitive species have been reported to occur within the Transit
Zoning Code (SD 84A and SD 84B) area. Impacts would less than significant, similar to the proposed
project.
Some migratory avian species and other raptors may use portions of the site and adjacent areas during
breeding season, and are protected under the MBTA. Specific areas of concern would be those portions
of the proposed project area that contain large landscaping trees or other suitable vegetation that could
also be used for nesting. Impacts to migratory birds would be addressed through mitigation measures
and compliance with the MBTA, similar to the proposed project, and impacts would be reduced to lessthan-significant levels, similar to the proposed project.

Cultural Resources
Development under this alternative would result in different building densities and building heights,
although this would not substantially affect the level of impacts to cultural resources. Ground-disturbing
activities could continue to occur in order to accommodate new development. Consequently, the
potential of encountering fossil-bearing soils and rock formations, destroying belowground
paleontological resources, affecting archaeological sites and sites of cultural significance to Native
Americans would still occur, similar to the proposed project. Given the lack of any documented buried
cultural resources in the area, the probability of uncovering these resources is considered low. Mitigation
measures identified for the proposed project would apply and would reduce impacts to less than
significant.
Because development could still occur on the same parcels within the Transit Zoning Code (SD 84A and
SD 84B) area, regardless of its intensity, the potential demolition of historic structures could still occur.
Even though the mitigation measures associated with protection of historic resources for the proposed
project would apply, it is anticipated that impacts under this alternative would be significant and
unavoidable, similar to the proposed project.

Geology and Soils


Similar to the proposed project, existing regulations that address groundshaking and ground failure issues
(such as liquefaction), and adherence to the requirements of the Citys Building and Safety Code would
reduce impacts associated with seismically induced groundshaking and ground failure to a less-thansignificant level.
Adherence to the soil and foundation support parameters and the grading requirements in the Citys
Building and Safety Code, which is required by City and State law, would also ensure the maximum
practicable protection available from soil failures (i.e., lateral spreading, subsidence, liquefaction, collapse,

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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 5 Alternatives

and expansive soils) under static or dynamic conditions. Similar to the proposed project, these impacts
would be less than significant.
Compliance with the NPDES permit process, the Building and Safety Code requirements and additional
City requirements would minimize potential effects from erosion. Consequently, similar to the proposed
project, the potential impact associated with topsoil erosion would be less than significant.

Global Climate Change


Under this alternative, development intensity would be lesser, thereby potentially fewer automobile trips
might occur. In addition, the burning of combustible materials for heat, need for electricity would be
expected to be reduced. However, development under this alternative would still likely be similar to the
proposed project and remain significant and unavoidable.

Hazards
Impacts related to Hazards and Hazardous Materials would be largely similar to the proposed project, as
the intensity of development would not substantially affect the potential for impacts to this resource.
Similar to the proposed project, there is potential for encountering soil contamination during
construction, which could create a significant hazard to the public or the environment. Mitigation
measures identified for the proposed project would reduce this impact to a less-than-significant level.
Construction and operational activities under this alternative could involve the routine use, storage,
transport, or disposal of hazardous materials in an identical fashion as the proposed project. This would
include materials typically used in construction (e.g., diesel fuel, paints and solvents), cleaning products
used in maintenance of commercial and residential space, auto repair and medical facility products, and
fertilizers and pesticides used in maintenance of landscaped areas. Compliance with applicable federal,
state, and local regulations related to the use, storage and transport of such materials would ensure that
this impact would be less than significant, similar to the proposed project.
Similar to the proposed project, under this alternative, the City would be required to create an updated
emergency response plan for the project area to ensure adequate emergency access and evacuation. Site
plans for future development within the Transit Zoning Code (SD 84A and SD 84B) area would be
reviewed by the City to ensure adequate police, ambulance, and fire personnel access to the proposed
project area. In addition, future developments would likely require further environmental analysis under
CEQA which would include impact analysis of fire, police, and ambulance access. Traffic impacts within
the Transit Zoning Code (SD 84A and SD 84B) area which could impact response plans and evacuation
plans would be required to be mitigated to less than significant levels. After implementation of identified
mitigation measures for the proposed project, development initiated under this alternative would not
interfere with any emergency response or evacuation plans. This impact is considered less than
significant, similar to the proposed project.
Although projects within the Transit Zoning Code (SD 84A and SD 84B) area could involve the use of
some hazardous materials, applicable laws regarding upset and accident preparation and response would
continue to be implemented as required for the proposed project. Existing regulations would be expected

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

to minimize the potential for exposure to adverse health or safety effects. Therefore, development under
this alternative would not involve the use of materials in a manner that poses any substantial hazards to
people, or to animal or plant populations. Furthermore, the Santa Ana Fire Department would continue
to provide emergency response services. As mentioned above, this alternative would not interfere with
emergency response plans or emergency evacuation plans relating to hazardous materials because each of
the future projects within the Transit Zoning Code (SD 84A and SD 84B) area would be required to go
through plan checks with the fire department in addition to further environmental review of fire and
emergency services. The types of hazardous materials anticipated are expected to be limited to regulated
types and quantities. For these reasons, Alternative 3 would result in a less-than-significant impact
related to the upset and accidental release of hazardous materials into the environment, similar to the
proposed project.

Hydrology and Water Quality


Implementation of Alternative 3 would not result in significant impacts to hydrology or water quality.
Less overall development could occur, thereby slightly reducing hydrology and water quality impacts.
Grading and other earth moving activities during construction of individual projects within the project
area could lead to an increase in suspended solids from surface flows during storm events, which could
also impact surface water quality during storm events; however, any proposed development within the
Transit Zoning Code (SD 84A and SD 84B) area under this alternative would have to satisfy all
applicable requirements of the NPDES Program and the Santa Ana Municipal Code, including the
preparation of a SWPPP, similar to the proposed project. Compliance with these requirements would
ensure that all construction related impacts to water quality and waste discharge requirements would be
less than significant.
During operational activities, pollutants may also be washed from the streets during non-storm events
and this effect has the potential to degrade water quality and may result in significant impacts; however,
development projects have a responsibility under the NPDES, to ensure pollutant loads from the
projects do not exceed total maximum daily loads for downstream receiving waters. Under this
alternative, development projects within the Transit Zoning Code (SD 84A and SD 84B) area would be
required to submit and then implement a SUSMP containing design features BMPs appropriate and
applicable to the individual projects. Potential water quality impacts would be less than significant with
the preparation of required SUSMPs and implementation of the applicable BMPs, similar to the
proposed project.
Groundwater use as a result of implementation of this alternative would be in accordance to existing
plans and projections and would not substantially deplete groundwater supplies. In addition, the project
area is currently not used for groundwater recharge activities and the site is developed with primarily
impervious surfaces. Under existing conditions, there is little, if any, potential for natural groundwater
recharge to occur, and there is no facilitated groundwater recharge. Under this alternative, impervious
surface characteristics would not be greatly altered, and no facilitated groundwater recharge facilities are
planned. Existing areas of pervious surfaces that are not being modified would remain and potential
recharge would not be changed. Improvement of existing impervious areas to more pervious conditions
would not greatly alter surface hydrology and would not significantly alter infiltration or groundwater

5-24

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 5 Alternatives

recharge. Consequently, development under this alternative would result in a less-than-significant


impact to groundwater supplies or recharge, similar to the proposed project.
The project area is developed and served by existing storm water collection and conveyance systems, and
does not contain a stream or river. Although slightly less residential and office development would occur
under this alternative, construction activities associated with development would not require any
substantial changes to the existing drainage patterns of the area. Furthermore, individual projects
developed under this alternative would include project design features that would aid in the conveyance
of storm water to existing facilities. All runoff would continue to be conveyed via streets and gutters to
storm drain locations within the project area. The identified project requirement for the proposed project
would still apply and would ensure that impacts associated with drainage regarding erosion or flooding
would remain less than significant, similar to the proposed project.
The project area is an urbanized environment with no natural drainage and mostly impervious surfaces.
Urban contaminants in runoff from the proposed project area could lower the quality of stormwater
runoff both during and after construction. Sediment-laden runoff from construction and postconstruction operations at the site could enter the Citys storm drain system, and contribute to
degradation water quality. However, any potentially significant impacts on water quality during
construction and post-construction phases would be reduced to less-than-significant levels through
compliance with the identified PRs, and existing SUSMPs and implementation of the applicable BMPs.
Because slightly less construction would occur under this alternative, this impact would be slightly less
than the proposed project.
Similar to the proposed project, implementation of this alternative, which would result in less residential
development and lower building heights, would not otherwise substantially degrade water quality, place
housing or structures within a 100-year flood zone, or expose people or structures to a significant risk of
loss, injury, or death involving flooding, including flooding as a result of the failure of a levee or dam.
There would be no impact with respect to these thresholds. In addition, there would be no impact that
would expose people or structures under this alternative to a significant risk of loss, injury, or death
involving inundation by a seiche, tsunami, or mudflow.

Land Use
Existing land uses within the project area are primarily characterized as industrial, residential, and
commercial with pockets of high-density residential uses in the northwestern and northeastern portions
of the downtown area. Development under this alternative would include less residential development
compared to the proposed project and lower overall allowable building heights. Minor inconsistencies
would occur between Alternative 3 and the existing applicable land use plans governing development of
the project area, similar to that identified for the proposed project. Amendments to the General Plan and
Zoning Code would be undertaken to ensure conformity with the development proposed under this
alternative. Similar to the proposed project, the intention of this alternative is to provide mixed-use
residential and mixed-use commercial communities, which would enhance the efficiency and daily activity
within the project area, but would occur in a different ratio than that under the proposed project. In
addition, the neighborhoods/districts outlined under the Transit Zoning Code (SD 84A and SD 84B)

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

loosely conform to the types of uses and neighborhoods identified under this alternative. Overall changes
to the land use character would be similar to that described for the proposed project, but would result in
a greater emphasis on residential and commercial. On the whole, impacts would be less than significant
under this alternative, and similar to the proposed project.

Noise
Under Alternative 3, future development would involve a less intense development within the Transit
Zoning Code (SD 84A and SD 84B) area. As a result, impacts would be less than the proposed project.
Since the proposed project determined a less than significant impact with respect to operational noise,
this alternative would not be anticipated to expose sensitive receptors in the project area to excessive
noise levels, and impacts would remain less than significant.
Similar to the proposed project, construction activities under this alternative would be subject to the
Citys Municipal Code standards, and construction noise would be controlled. This impact would be less
than significant, similar to the proposed project. Nonetheless, the potential for sensitive receptors to be
subject to excessive vibration during construction would remain, similar to the proposed project, and
would be considered significant and unavoidable. Impacts related to noise from the AT & SF railroad
would still occur under this alternative since it does not affect the current use of trains. This impact
would be considered significant and unavoidable.

Population and Housing


The proposed infill development under this alternative would make maximum use of existing
infrastructure, and future development would be required to include provisions to make any necessary
improvements and to fund their fair share allocation of those costs. Thus, the indirect population growth
impact resulting from infrastructure improvements associated with this alternative is considered less
than significant, similar to the proposed project.
Full buildout of Alternative 3 would result in lesser impacts to population and housing as compared to
the proposed project. The residential development potential of this alternative would include
approximately 2,049 fewer residential units than the proposed project. The decrease in residential uses
would also result in a decrease in the anticipated population increase by approximately 6,147 residents,
for a total increase of approximately 6,078 persons.
Because the projected increase of the anticipated residents in the City resulting from the proposed
project is within, or under the limit of, the total population increase projected for the City between 2010
and 2035, and because this alternative would result in fewer new residents, the forecasted population
growth in the City is not considered substantial relative to the surrounding areas. Therefore, this impact
would be slightly less in magnitude when compared to the proposed project. Therefore, the anticipated
increase, as a result of future development in the project area, would likely remain less than significant,
although less than the proposed project. It should be noted that from a cumulative perspective and
taking into consideration the Metro East Mixed Use Overlay Zone, this alternative would still exceed
current SCAG growth projections for the City and this alternatives cumulative impact would be
significant and unavoidable.
5-26

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 5 Alternatives

The beneficial impact of providing a net increase in residential housing units would be realized under
Alternative 3, but to a lesser degree than the proposed project. Due to the fact that Alternative 3 would
provide 2,049 fewer residential units than the proposed project, this alternative would not perform as
well as the proposed project in addressing a potential future housing shortage issue in the City.

Public Services
As the population increase would be slightly less under this alternative compared to the proposed
project, impacts to public services would also be less than the proposed project, as discussed below.
The same types of development would be permitted throughout the project area. Therefore, the
anticipated number of calls is expected to be similar to the proposed project, and would not be above the
recommended workload for a rescue ambulance. Similarly, all new buildings developed under this
alternative would be constructed in accordance with the Citys Building Code and would be required to
have adequate fire code requirements. Implementation of this alternative would still not result in a
substantial reduction in the firefighter per resident ratio within the City, similar to the proposed project.
As such, impacts would also be less than significant.
All new development places an increased burden on police services and causes a need for increased staff
and increased space. Security concerns related to new uses within the project area would be addressed
through the permit process, at which time the Santa Ana Police Department would have the opportunity
to review the proposed uses and provide input on necessary security measures. Persons on-site or
elsewhere in the City would not be exposed to increased risks as a result of the additional demands on
the Santa Ana Police Department as a result of development under this alternative. Further, the present
police officer to population service ratio would be similar to the proposed project, and impacts would be
less than significant.
Approximately 2,049 fewer residential units would be developed under this alternative, which in turn,
would result in slightly fewer students when compared to the proposed project. The Santa Ana Unified
School District currently collects developer fees for mitigation of school impacts. Government Code
Section 53080, payment of development fees is considered full mitigation for significant school impacts.
Therefore, the impact on schools from this alternative would be less than significant, similar to the
proposed project, although slightly less.
As approximately 2,049 fewer residential units would be developed under this alternative, the impact to
library services would be less than the proposed project. Although an increase in 6,078 residents would
increase demand on library services, the tax base afforded by the additional development within the
Transit Zoning Code (SD 84A and SD 84B) area would contribute to the Citys general fund, which is
distributed to various City services, including libraries. Therefore, any necessary
improvements/modifications to the existing Santa Ana library system would be implemented using the
general fund and determined on an as-needed annual basis by the City. However, an increase in 6,078
residents would increase demand on library services and would be considered potentially significant. As
such, impacts would remain less than significant, similar to the proposed project.

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Implementation of Alternative 3 would result in a lesser potential demand for additional recreational
facilities in the project area; however, could result in the increased use of parks and recreational facilities.
Payment of developer fees would ensure that adequate parkland is provided for all City residents per the
Citys Municipal Code. As such, impacts would be less than significant, similar to the proposed project,
although the anticipated level of parkland required for implementation of this alternative would be less
than the proposed project.

Transportation
As development under this alternative would involve a lesser intensity of uses, traffic volumes along local
street segments is anticipated to decrease. However, impacts are not expected to be eliminated. The
impacts to all intersections would still require mitigation as described in Section 4.11 and remain less
than significant. Impact 4.11-19 would remain significant and unavoidable because while the impacts
to Grand Avenue at I-5 NB Ramps can be mitigated, it is beyond the jurisdiction of the City to make the
necessary improvements. As buildout of both the proposed project and this alternative would both be
subject to City code in regards to parking, impacts to parking would be similar to the proposed project
and less than significant. Impacts to emergency access would comply with existing policies contained
in the General Plan and Municipal Code, and would be less than significant, similar to the proposed
project.

Utilities
Alternative 3, at buildout, would directly increase the population of the City by approximately
6,078 residents, resulting in increased demands for utilities. As the population increase would be greater
than under the proposed project, demands on utilities would be correspondingly greater; however,
impacts would be less than significant.

5.4

SUMMARY COMPARISON OF ALTERNATIVES

Table 5-3 (Summary Comparison of Alternatives) summarizes the level of significance and relative
magnitude of impacts from each alternative, when compared to the proposed project.

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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 5 Alternatives

Table 5-3

Summary Comparison of Alternatives

Proposed
Project

Alternative 1
(No Project/Reasonably
Foreseeable Development)

Alternative 2
(Overall Reduced Density)

Alternative 3
(Low-Rise Project)

Aesthetics

(1) SU

(1) SU/

Air Quality

(4) SU

(3) SU/

(4) SU/=

(4) SU/

LTS

(1) SU

(1) SU/=

(1) SU/=

(1) SU/=

LTS

(2) SU

(2) SU/-

(2) SU/-

(2)SU/-

Hazards and Hazardous Materials

LTS

Hydrology

LTS

Land Use

LTS

(2) SU

(2) SU/

(2) SU/+

(2) SU/=

Population and Housing

LTS

Public Services

LTS

Transportation

(1) SU

(1) SU/+

(1) SU/-

(1) SU/

LTS

Environmental Issue Area

Biological Resources
Cultural Resources
Geology
Global Climate Change

Noise

Utilities and Service Systems


(SU) = Significant and Unavoidable
(LTS) = Less Than Significant

() = Impacts considered to be less when compared with the proposed project.


(+) = Impacts considered to be greater when compared with the proposed project.
(=) = Impacts considered to be equal or similar to the proposed project.

5.5

ATTAINMENT OF PROJECT OBJECTIVES

The No Project/Reasonably Foreseeable Development Alternative would achieve some of the project
objectives, but would not achieve others (or would achieve them to a lesser degree than the proposed
project.) In addition, it would lack the design cohesion through the project guidelines as set forth by the
proposed project and would not address existing land use inconsistencies and incompatibilities. By
reducing the overall development intensity by 25 percent as in Alternative 2, it is likely that the projects
objective will not be realized due to the fact that a mixed-use urban and transit-oriented neighborhood
requires a critical mass and balance between residential and non-residential uses. By reducing the
development intensity by 25 percent, no significant and unavoidable impacts are reduced to less than
significant levels. One study area intersection is improved from LOS E to D but all of the other impacted
intersections remain significant. Further, Alternative 2 would not emphasize the use of the SARTC for
City residents to the extent that the proposed project would. Alternative 3 would also achieve the
majority of the project objectives, but would not improve the jobs/housing balance within the City to the
level of the proposed project. In addition, Alternative 3 would keep development within the City limited
to low- to mid-rise development, which would not serve to increase the perception of the City as a

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

regional attraction for employment, tourism, and commerce, nor would it contribute to the critical mass
necessary to support transit development.

5.6

ENVIRONMENTALLY SUPERIOR ALTERNATIVE

An EIR is required to identify the environmentally superior alternative from among the range of
reasonable alternatives that are evaluated. This would ideally be the alternative that results in fewer (or
no) significant and unavoidable impacts. CEQA Guidelines Section 15126(d)(2) states that if the
environmentally superior alternative is the no project alternative, the EIR shall also identify an
environmentally superior alternative from among the other alternatives.
Alternative 1 (No Project/Reasonably Foreseeable Development [Continuation of Existing General
Plan]) does reduce two of the proposed projects significant impacts to a less-than-significant level, but it
does not lessen the severity of many of the impacts, as noted in Table 5-3 (Summary Comparison of
Alternatives). Alternative 2 would reduce the potential impacts of the currently proposed Transit Zoning
Code (SD 84A and SD 84B), although not to the degree of reducing a significant and unavoidable impact
to less than significant and therefore not to the degree of Alternative 1. Alternative 3 would reduce one
of the proposed projects significant impacts to a less-than-significant-level but the other five impacts of
the proposed project that are considered significant and unavoidable would remain. Alternative 1 would,
therefore, be environmentally superior to the proposed project because the significant environmental
impacts to aesthetics, air quality, land use, noise, public services, and utilities and service systems would
be lessened to the greatest extent, since this alternative proposes the least amount of future residential
and overall development. However, Alternative 1 does not fully meet the project objectives, as noted
above.

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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

First page header

CHAPTER 6

Other CEQA Considerations

Section 15126 of the California Environmental Quality Act (CEQA) Guidelines requires that all aspects
of a project must be considered when evaluating its impact on the environment, including planning,
acquisition, development, and operation. As part of this analysis, the Environmental Impact Report
(EIR) must also identify (1) significant environmental effects of the proposed project, (2) significant
environmental effects that cannot be avoided if the proposed project is implemented, (3) significant
irreversible environmental changes that would result from implementation of the proposed project,
(4) growth-inducing impacts of the proposed project, (5) mitigation measures proposed to minimize
significant effects, and (6) alternatives to the proposed project.

6.1

SIGNIFICANT AND UNAVOIDABLE IMPACTS OF THE PROPOSED


PROJECT

Section 15126.2(b) of the CEQA Guidelines requires that an EIR describe any significant impacts that
cannot be avoided, even with the implementation of feasible mitigation measures. Long-term cumulative
development under the Transit Zoning Code (SD 84A and SD 84B) would result in the following
significant and unavoidable project-related impacts:

Aesthetics
Implementation of the proposed project could result in a substantial increase in shade/shadows
over sensitive uses.

Air Quality
Short-term construction impacts resulting from peak daily emissions of PM10, CO, VOC, and NOX
Operational impacts resulting from peak daily emissions of PM10, CO, VOC, and NOX
A cumulatively considerable net increase of criteria pollutants for which the proposed project
region is in nonattainment under an applicable federal or State ambient air quality standard
resulting from construction and operation

Cultural Resources
Development under the Transit Zoning Code could cause a substantial adverse change in the
significance of an historic resource pursuant to Section 15064.5 of the CEQA Guidelines.

Global Climate Change


Long-term development under the Transit Zoning Code may cause conflict with adopted plans,
policies, or regulations adopted for the purpose of reducing greenhouse gas emissions

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Long-term cumulative development under the Transit Zoning Code will have a direct or indirect
effect on the environment through the emission of greenhouse gases.

Noise
Short-term construction impacts resulting from groundborne vibration or groundborne noise
levels
Long-term operational impacts of the operation of Southern California Regional Rail Authority rail
line would expose nearby sensitive receptors to noise levels in excess of the Citys acceptable noise
standards.

Transportation/ Traffic
Long-term cumulative development under the Transit Zoning Code will cause an impact related to
insufficient roadway capacity that could be mitigated. However, since the impacted area is outside
of the jurisdiction of the City, there is no guarantee that the improvements will be made and
impacts would therefore be significant.

6.2

SIGNIFICANT IRREVERSIBLE ENVIRONMENTAL EFFECTS

Section 15126.2(c) of the CEQA Guidelines requires a discussion of any significant irreversible
environmental changes that would be caused by the proposed project. Specifically, Section 15126.2(c)
states:
Uses of nonrenewable resources during the initial and continued phases of the project may be
irreversible, since a large commitment of such resources makes removal or nonuse thereafter
unlikely. Primary impacts and, particularly, secondary impacts (such as highway improvement
which provides access to a previously inaccessible area) generally commit future generations to
similar uses. Also, irreversible damage can result from environmental accidents associated with the
project. Irretrievable commitments of resources should be evaluated to assure that such current
consumption is justified.

Generally, a project would result in significant irreversible environmental changes if:


The primary and secondary impacts would generally commit future generations to similar uses
The project would involve a large commitment of nonrenewable resources
The project involves uses in which irreversible damage could result from any potential
environmental accidents associated with the project
The proposed consumption of resources is not justified (e.g., the project involves the wasteful use
of energy)
Long-term cumulative development under the Transit Zoning code would result in the continued
commitment of the City of Santa Ana to mixed-use development, thereby precluding any other uses for
the lifespan of the project. As discussed previously, the City of Santa Ana General Plan identifies a longterm plan for the Transit Zoning Code (SD 84A and SD 84B) area, as an area which possesses
opportunities for transitioning in the future. Although any proposed development would further the

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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 6 Other CEQA Considerations

Citys commitment of a portion of the Transit Zoning Code (SD 84A and SD 84B) area for mixed use
land use purposes for future generations, the proposed Code does not represent a change in commitment
from existing and planned uses for the Transit Zoning Code (SD 84A and SD 84B) area. Further, the
Transit Zoning Code area is comprised almost exclusively of infill sites and would not represent
conversion of previously undeveloped land to developed uses.
Resources that will be permanently and continually consumed by project implementation include water,
electricity, natural gas, and fossil fuels; however, the amount and rate of consumption of these resources
would not result in significant environmental impacts related to the unnecessary, inefficient, or wasteful
use of resources. In addition, construction activities related to the proposed project would result in the
irretrievable commitment of nonrenewable energy resources, primarily in the form of fossil fuels
(including fuel oil), natural gas, and gasoline for automobiles and construction equipment.
With respect to operational activities, compliance with all applicable building codes, as well as project
mitigation measures or project requirements, would ensure that all natural resources are conserved or
recycled to the maximum extent feasible. It is also possible that new technologies or systems will emerge,
or will become more cost-effective or user-friendly, that will further reduce the sites reliance upon
nonrenewable natural resources; however, even with implementation of conservation measures,
consumption of natural resources would generally increase with long-term cumulative development
under the Transit Zoning Code.
In addition, a long-term increase in the demand for electrical resources would occur. However, the
proposed project would not involve a wasteful or unjustifiable use of energy or other resources, and
energy conservation efforts could also occur with new construction. In addition, new development
associated with the proposed project will be constructed and operated in accordance with specifications
contained in Title 24 of the CCR. Therefore, the use of energy for development throughout the project
area would occur in an efficient manner.

6.3

GROWTH-INDUCING IMPACTS

As required by the CEQA Guidelines, an EIR must include a discussion of the ways in which the
proposed project could directly or indirectly foster economic development or population growth, or the
construction of additional housing and how that growth would, in turn, affect the surrounding
environment (CEQA Guidelines Section 15126.2(d)). Growth can be induced in a number of ways,
including the elimination of obstacles to growth, or through the stimulation of economic activity within
the region. The discussion of removal of obstacles to growth relates directly to the removal of
infrastructure limitations or regulatory constraints that could result in growth unforeseen at the time of
project approval. Under CEQA, induced growth is not considered necessarily beneficial, detrimental, or
of little significance to the environment.
In general, a project may foster spatial, economic, or population growth in a geographic area if it meets
any one of the criteria identified below:
The project removes an impediment to growth (e.g., the establishment of an essential public
service, or the provision of new access to an area)
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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

The project results in the urbanization of land in a remote location (leapfrog development)
The project establishes a precedent-setting action (e.g., a change in zoning or general plan
amendment approval)
Economic expansion or growth occurs in an area in response to the project (e.g., changes in
revenue base, employment expansion, etc.)
If a project meets any one of these criteria, it may be considered growth inducing. Generally, growthinducing projects are either located in isolated, undeveloped, or underdeveloped areas, necessitating the
extension of major infrastructure such as sewer and water facilities or roadways, or encourage premature
or unplanned growth.
To comply with CEQA, an EIR must discuss the ways in which the proposed project could promote
economic or population growth in the vicinity of the project and how that growth will, in turn, affect the
surrounding environment (CEQA Guidelines Section 15126.2(d)). Under CEQA, this growth is not to
be considered necessarily detrimental, beneficial, or of significant consequence. Induced growth is
considered a significant impact only if it affects (directly or indirectly) the ability of agencies to provide
needed public services, or if it can be demonstrated that the potential growth, in some other way,
significantly affects the environment.
Introduction to Growth Inducement Issues Growth can be induced in a number of ways, including
the direct construction of new homes and businesses, the elimination of obstacles to growth, or through
the stimulation of economic activity within the region. The discussion of the removal of obstacles to
growth relates directly to the removal of infrastructure limitations (typically through the provision of
additional capacity or supply), or the reduction or elimination of regulatory constraints on growth that
could result in growth unforeseen at the time of project approval.
Elimination of Obstacles to Growth The elimination of either physical or regulatory obstacles to
growth is considered to be a growth-inducing effect. A physical obstacle to growth typically involves the
lack of public service infrastructure. The extension of public service infrastructure, including roadways,
water mains, and sewer lines, into areas that are not currently provided with these services would be
expected to support new development. Similarly, the elimination or change to a regulatory obstacle,
including existing growth and development policies, could result in new growth.
According to SCAG Population Growth Projections for 20102035, a population increase of 15,930
residents is projected for Santa Ana, representing an annual average growth of 0.2 percent or
approximately 637 residents per year. The SCAG Regional Comprehensive Plan (RCP) which serves as a
framework to guide local land use decision-making as it relates to regional growth and the City of Santa
Ana General Plan will be used in order to provide long-term guidance and policies for maintain and
improving the quality of life in, and the resources of, the community.

6.3.1

Economic Effects

Under a full build-out, full industrial-conversion scenario development under the Transit Zoning Code
(SD 84A and SD 84B) could displace approximately 460 employees. Although a net decrease in

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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

Chapter 6 Other CEQA Considerations

employees would occur as a result of long-term development scenario, full implementation of the Metro
East Mixed Use Overlay Zone project, located just to the east of the project area, would result in the
addition of 2,343 jobs and therefore, no substantial job loss would occur for the Santa Ana area. The City
is projecting an employment growth of approximately 13,394 employees between 2005 and 2015, or
0.3 percent or 535 employees per year.
As noted in Section 4.9 (Population and Housing), the increase in population associated with the
proposed residential units would result in a total population increase estimated at 12,225 people.
The combination of land uses on the proposed project would function to increase retail and commercial
sales and activities within the City, as well as enhance the economic viability of the area. The creation of
new commercial activities and enhancement of existing commercial facilities would contribute to the
economic vitality of the City, which would enable the continued provision of high quality services and
programs for residents and businesses and would provide positive contributions to the Citys municipal
revenue stream.
The positive revenue stream may result in the creation of indirect and induced jobs. Indirect jobs are
those that would be created when the future owners and/or managers of the retail-commercial uses
purchase goods and services from businesses in the region, and induced jobs are those that are created
when wage incomes of those employed in direct and indirect jobs are spent on the purchase of goods
and services in the region. The Citys economic impacts are primarily the result of purchases of goods
and services as well as payment of taxes and salaries, which affects the regional economy of the City and
County, and on a more indirect basis, California. Therefore, the positive revenue stream and the resulting
increased economic viability of the project site could result in indirect growth-inducing impacts.
Increased Demand on Secondary Markets Development (residential or employment-generating uses)
typically generates a secondary or indirect demand for other goods and services. The secondary or
economic change can be quantified by an economic multiplier, which is an economic term used to
describe interrelationships among various sectors of the economy. One aspect of the multiplier effect is
the potential catalytic force a project can have on satellite or follow-up development because it creates a
demand or market to be served (e.g., neighborhood commercial development around residential
development).
Increased Pressure on Land Use Intensification Unforeseen future development can be spurred by
the construction of certain projects that have the effect of creating unique and currently unmet market
demands, or by creating economic incentive for future projects by substantially increasing surrounding
property values. These types of impacts are most often identified for projects developed in areas that are
currently lacking a full spectrum of economic activity. For example, newly developing office areas may be
lacking in a full range of support commercial uses; this support commercial demand can cause increased
pressure for rezones or general plan amendments aimed at providing adequate land to accommodate
businesses seeking to serve the unmet demand.

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

6.3.2

Growth-Inducing Effects of the Proposed Project

Remove an Impediment to Growth/Precedent-Setting Action


The proposed Transit Zoning Code (SD 84A and SD 84B) provides detailed development and design
standards that will improve the pedestrian streetscape and encourage transit-supportive development
opportunities. The proposed Code also allows for more intense mixed-use development than currently
exists in the project area. The proposed project would also make efficient use of the existing
infrastructure.
The proposed project includes a General Plan Amendment and a zone change (via the proposed Transit
Zoning Code [SD 84A and SD 84B]) to a more mixed-use zoning designation. The proposed
designations would be generally consistent with the nature of on-site and surrounding development.
Implementation of the amendments would allow for continued use of industrial development, while also
permitting mixed-use development to promote increased land use compatibility with surrounding uses
and a more transit-supportive environment. However, due to the lack of an existing mixed-use land use
and/or zoning designation within the City, the project would be considered growth inducing as a result
of removing an impediment to growth or establishing a precedent-setting action.

6.4

MITIGATION MEASURES PROPOSED TO MINIMIZE


SIGNIFICANT EFFECTS OF THE PROPOSED PROJECT

Table 1-1 (Summary of Environmental Impacts and Mitigation Measures), which is contained in
Chapter 1 (Summary of Environmental Impacts and Mitigation Measures) of this EIR, provides a
comprehensive identification of the proposed projects environmental effects and proposed mitigation
measures.

6.5

ALTERNATIVES TO THE TRANSIT ZONING CODE (SD 84A AND


SD 84B)

Alternatives to the proposed project are presented in Chapter 5 (Alternatives) of this EIR.

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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

First page header

CHAPTER 7
Name

Report Preparers
Issue Area/Role

LEAD AGENCY
City of Santa Ana
Jay Trevino

Planning and Building Agency Executive Director

Karen Haluza

Planning Manager

Benjamin Kaufman

Deputy City Attorney

George Alvarez

City Engineer

Lucy Linnaus

Senior Planner

Ray Burk

Public Works Agency

EIR CONSULTANT TEAM


PBS&J
Terri Vitar

Project Director, Associate Vice President

Chris Mundhenk

Project Manager, Associate Project Manager

William Hoose

Project Manager

TJ Nathan

Section Writer, Associate Project Manager

Jennifer Sanka

Section Writer, Archaeologist

Marnie McKernan

Biologist

Carrie Garlett

Section Writer, Project Manager

Heather DuBois

Noise Modeler, Associate Project Manager

Paul Stephenson

Section Writer, Associate Project Manager

Rachel Galaraga

Section Writer, Associate Project Manager

Julian Capata

Section Writer, Environmental Planner

Erik Hansen

Section Writer, Environmental Planner

Karl Fielding

Noise Modeling, Environmental Planner

May Lau

Section Writer, Environmental Planner

Sarah Troub

Section Writer, Environmental Planner

Angela Campbell

Section Writer, Environmental Planner

Sheldon Nylander

Section Writer, Environmental Planner

Shannon Kimball

Section Writer, Environmental Planner

Ann Lopez

Air Quality, Environmental Assistant

Joel Miller

Administrative Manager

James Songco

Graphics/Cover Design

Christopher Perry

Administrative Support

City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

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Chapter 4 Environmental Setting, Impacts, and Mitigation Measures

Name

Issue Area/Role

KOA CorporationTraffic Impact Analysis


Rock Miller

Project Director

Min Zhou

Project Manager

PBS&JWater Supply Assessment


Jordan Smith

Senior Project Manager

David Beauchamp

Technical Writer

Sarah Nash

Environmental Scientist

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City of Santa Ana Transit Zoning Code (SD 84A and SD 84B) EIR

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