2 - EIR18-01; DA18-01; GPA18-06; AA18-10_2525 N MAIN STREET

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3.11 Transportation and Traffic Summary of Impacts Identified in the EIR As detailed in DEIR Section 4.11, Transportation and Traffic, the Original Project would not conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system, including the Orange County Congestion Management Program, Caltrans Measures of Effectiveness, City of Santa Ana General Plan Circulation Element, and the City of Orange General Plan Circulation Element. Based on the thresholds identified in these plans, the Original Project would result in a less than significant impact. Specifically, the vehicular trips that would be generated by the Original Project would not cause an exceedance of any traffic level of service threshold at any intersection or roadway segment. (DEIR, p. 4.11-12 through 4.11-32.) Moreover, and as detailed in the EIR, the Park Santiago neighborhood intersections and roadways have adequate capacity to support the Original Project and impacts to local street systems would also be less than significant. (DEIR, pp. 4.11-33.) Also, the EIR details that Project access locations and circulation around the Project site would be adequate, and cumulative impacts related to queuing would be less than significant. Regarding parking, the Final EIR describes that the highest parking demand from the Original Project would be 799 spaces on a weekday pursuant to the Institute of Transportation Engineers' (ITE) Trip Generation (10th Edition) Land Use 221 - "Multi-family Housing (Mid-Rise)" rates. As the Original Project is proposed to include 904 parking spaces within a central parking structure, the Project’s parking would accommodate needs of the Project pursuant to the ITE rates, which indicates that impacts related to parking would be less than significant. In addition, the Final EIR included a comparison of actual parking demands at existing multi-family developments within the City, which determined that the Original Project would have sufficient parking and would not result in significant impacts related to parking. Comparison of Impacts Associated with the Proposed Modified Project As described previously, the Modified Project would develop 240 fewer residential units (48.4 percent less) than the Original Project and would continue to provide onsite parking for use by the OC Discovery Center. The parking area for the OC Discovery Center would be accessed from a right-in right-out driveway on N. Main Street. The proposed residences would be served by another driveway adjacent to Santiago Park that would provide direct access to the parking structure and residential surface parking area. As described in Section 2, Modifications to the Original Project Description, and shown on Figure 3, Modified Project Site Access, to provide for left-turn vehicular access into the Project site, the southern leg of the intersection of N. Main Street at Walkie Way (including the pedestrian crossings and signals) would be moved approximately 80 to 90-feet to the south as part of the Modified Project. The relocated pedestrian crossing on N. Main Street would connect the Project site and the Discovery Cube, and the median would be modified. The intersection signalization of Walkie Way (going east and west into and out of the site) would be modified to operate with split-phasing 3 and the Main Street northbound and southbound left-turn lanes (into and out of the site) would operate with lead/lag phasing4. The proposed northern driveway for the Modified Project would also provide an easement to Santiago Park for maintenance vehicles and the public who reserve park facilities; and the existing gated vehicular entry along N. Main Street to Santiago Park would be closed. To evaluate the potential traffic impacts related to the Modified Project, a Supplemental Traffic Impact Analysis (included as Attachment B) was prepared and peer reviewed by a City selected independent traffic engineer and the City’s traffic engineering staff. The Supplemental Traffic Impact Analysis evaluates operation of 278 multi-family units, which is 22 more units than the Modified Project’s proposed 256 units. Therefore, the Supplemental Traffic Impact Analysis provides an overstated and conservative analysis of potential impacts. Consistent with the Project Traffic Impact Analysis (included in Appendix J of the DEIR) the roadway conditions that are evaluated in the Supplemental Traffic Impact Analysis include the ongoing I-5 from SR-55 to SR-57 High 3 Split phasing is a signal that gives a green phase for all vehicle movements of one direction (e.g., northbound through, right, and left) followed by a phase for all movements of the opposite direction (e.g., southbound through, right, and left). 4 Lead/lag phasing is a signal sequence where the green left turn arrow is either before or after the oncoming thru green. 2-167