2020-065 - Adopting Environmental Findings of Fact

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The Wamer Redhill Mixed -Use Project CEQA Findings of Fact Off site Traffic Noise. In the existing with Project conditions (Draft EIR Table 5.10-9) noise would range from 66.8 to 75.8 dBA CNEL. Implementation of the proposed Project A would generate a noise level increase of up to 0.5 dBA CNEL on the study area roadway segments, which is less than the 1.5 dBA CNEL threshold for areas above 65 dBA CNEL. Thus, off -site traffic noise impacts in the existing plus Project condition would be less than significant. In the opening year (2022) with Project conditions (Draft EIR Table 5.10-10) noise would range from 67.4 to 76.2 dBA CNEL. Implementation of the proposed Project would generate a noise level increase of up to 0.5 dBA CNEL on the study area roadway segments, which is less than the 1.5 dBA CNEL threshold for areas above 65 CNEL. Thus, off -site traffic noise impacts in the opening year plus Project condition would be less than significant. In 2040 with Project conditions (Draft EIR Table 5.10-1 1) noise would range from 69.7 to 76.6 dBA CNEL. Implementation of the proposed Project would generate a noise level increase of up to 0.4 dBA CNEL on the study area roadway segments, which is less than the 1.5 dBA CNEL threshold for areas above 65 CNEL. Thus, off -site traffic noise impacts in the 2040 plus Project condition would be less than significant. Interior Noise. The roadways near the Project site would generate noise. However, Draft EIR Tables 5.10-12 through 5.10-15 show that based with a "windows closed" condition with standard windows with a minimum Sound Transmission Class (STC) of 27, the interior noise levels of the residential units would be below the 45 dBA CNEL interior noise standard. Therefore, impacts related to interior noise would be less than significant. Impact Finding: The Project would not generate excessive groundborne vibration or groundborne noise levels (Draft EIR at p. 5.10-26). Facts in Support of Findings: Construction Demolition, excavation, and grading activities are required for the Project and can result in varying degrees of ground vibration, depending on the equipment and methods used, distance to the affected structures and soil type. Based on the reference vibration levels provided by the Federal Transit Administration (FTA), a large bulldozer represents the peak source of vibration with a reference velocity of 0.089 in/sec PPV at 25 feet. At distances ranging from 85 to 667 feet from construction, vibration levels are anticipated to range from 0.001 to 0.014 in/sec PPV, as shown on Draft EIR Table 5.10-16. These vibration levels would not be sustained during the entire construction period but would occur only during the times that heavy construction equipment is operating in the vicinity of the sensitive receivers. This level of vibration would be below the Caltrans building damage threshold of 0.3 in/sec PPV and vibration standard of 0.04 in/sec PPV for human annoyance at all receiver locations. Therefore, vibration impacts would be less than significant. Operation Operation of the proposed commercial and multi -family uses would include heavy trucks for residents moving in and out of the rental units, product deliveries to retail and restaurant uses, and garbage trucks for solid waste disposal. Truck vibration levels are dependent on vehicle characteristics, load, speed, and pavement conditions. However, typical vibration levels for the heavy truck activity at normal traffic speeds would be approximately 0.006 in/sec PPV, based on the FTA Transit Noise Impact and Vibration Assessment. Truck movements on site would be City of Santa Ana May 2020