2020-065 - Adopting Environmental Findings of Fact

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The Warner Redhill Mixed -Use Project CEQA Findings of Fact travelling at very low speed, so it is expected that truck vibration at nearby sensitive receivers would be less than the vibration threshold of 0.08 in/sec PPV for fragile historic buildings and 0.04 in/sec PPV for human annoyance, and therefore, would be less than significant. Impact Finding: The Project would not expose people residing or working in the Project area to excessive airport noise levels within an airport land use plan or within two miles of a public airport (Draft EIR at p. 5.10-27). Facts in Support of Findings: The exterior noise thresholds outlined in the AELUP, multi -family residential development is considered normally consistent with exterior noise levels of less than 60 dBA CNEL, conditionally consistent with exterior noise levels between 60 and 65 dBA CNEL and normally inconsistent with exterior noise level above 65 dBA CNEL. For commercial retail land use, exterior noise levels are considered normally consistent with exterior noise levels of less than 65 dBA CNEL and conditionally consistent with exterior noise level above 65 dBA CNEL. As shown on Draft EIR Figure 5.10-2, the Project site is located outside the 55 dBA CNEL aircraft noise level contour boundaries of JWA. Therefore, according to the AELUP, the Project residential and commercial retail land use is considered normally consistent with JWA aircraft noise exposure exterior noise level compatibility thresholds. Also, the airport related noise at the Project site does not exceed the City's municipal code permissible noise levels. Additionally, the County's General Aviation Noise Ordinance that prohibits commercial aircraft departures between the hours of 10:00 p.m. and 7:00 a.m. and arrivals between the hours of 11:00 p.m. and 7:00 a.m. These restrictions substantially limit the aircraft noise during the noise sensitive nighttime hours for residential use. Overall, the Project site would not be exposed to excessive noise levels from airport operations, and therefore, impacts would be less than significant. J. Population and Housing Impact Finding: The Project would not induce substantial unplanned 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) (Draft EIR at p. 5.1 1-9). Facts in Support of Findings: Draft EIR Table 5.11-7 shows that at full occupancy the Project would house approximately 2,081 residents, which would constitute a 0.62 percent increase over the 2019 City of Santa Ana population of 337,716. In addition, the 1,150 new multi -family units would constitute a 1.5 percent increase in the total number of residential units in the City, and a 4.5 percent increase in the number of the multi -family residential units (5+ units) within the City. As SCAG projects that the City and County will experience a population increase of 7.4 percent by 2040, the population of the Project would be within the projected population growth. Similarly, SCAG anticipates the number of housing units throughout the County would increase by 10.2 percent by 2040. Thus, the 1,150 new multi -family units would also be within the SCAG projected growth. Additionally, the 320 employment opportunities that would be generated by the Project would be 0.27 percent of the existing jobs within 2-miles of the Project site; and therefore, would not result in induced unplanned employment growth. The existing jobs -housing ratio is 2.08 in Santa Ana and is projected to be 2.13 in 2040. The proposed Project would reduce the jobs -housing ratio slightly to 2.05; and to 2.10 in 2040, as shown in Draft EIR Table 5.11-8. This would be a beneficial effect of providing multi -family uty of )onto Ana 31 May 2020