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Community Plan Exemption Checklist <br />City of Santa Ana Gary Avenue Business Park Project <br />915 fewer trips on a daily basis than the existing office buildings, with 137 fewer trips in the AM peak hour, <br />and 126 fewer trips during the PM peak hour. <br />The proposed light industrial warehouse building would generate 203 daily PCE trips including 20 AM peak <br />hour and 22 PM peak hour trips. Compared to the existing trips generated from the existing three office <br />buildings, the daily number of trips would be reduced by 915 trips, including 137 less trips in the AM peak <br />hour and 126 less trips in the PM peak hour. Therefore, the Project would result in no new impacts related <br />to roadway circulation. <br />Table T-1: Project Trip Generation <br />Trip Generation Rates <br />ITE Land Use <br />ITE <br />Code <br />Unit <br />Daily <br />AM Peak Hour <br />PM Peak Hour <br />In <br />Out <br />Total <br />In <br />Out <br />Total <br />General Office Building <br />710 <br />KSF <br />10.84 <br />1.34 <br />0.18 <br />1.52 <br />0.25 <br />1.20 <br />1.44 <br />Warehousing <br />150 <br />KSF <br />1.710 <br />0.131 <br />0.039 <br />0.170 <br />0.050 <br />0.130 <br />0.180 <br />Project Trip Generation <br />Project Land Use <br />Quantity <br />Unit <br />Daily <br />AM Peak Hour <br />PM Peak Hour <br />I In Out I Total <br />In I Out I Total <br />Existing Use <br />General Office Building 1103.031 1 KSF 11,117 1 138 1 19 1 157 1 25 1 123 1 148 <br />Proposed Use <br />Warehousing <br />91.500 <br />KSF <br />156 <br />12 <br />4 <br />16 <br />5 <br />12 <br />17 <br />Passenger V e hicles <br />79.57% <br />124 <br />10 <br />3 <br />13 <br />4 <br />10 <br />14 <br />Trucks <br />20.43% <br />32 <br />2 <br />1 <br />3 <br />1 <br />2 <br />3 <br />Project Trips — Passenger Car <br />Equivalents (PCE) <br />Vehicle Type <br />Vehicle Mix <br />Daily <br />Vehicles <br />PCE <br />Factor <br />Dail y <br />AM Peak Hour <br />PM Peak Hour <br />In <br />Out <br />Total <br />In <br />Out <br />Total <br />Passenger <br />V ehicles <br />79.57% <br />124 <br />1.0 <br />124 <br />10 <br />3 <br />13 <br />4 <br />10 <br />14 <br />2-Axle Trucks <br />3.46% <br />5 <br />1.5 <br />8 <br />1 <br />0 <br />1 <br />0 <br />1 <br />1 <br />3-Axle Trucks <br />4.64% <br />7 <br />2.0 <br />14 <br />1 <br />0 <br />1 <br />0 <br />1 <br />1 <br />4+ Axle Trucks <br />112.33% <br />1 19 <br />1 3.0 <br />57 <br />4 <br />1 <br />5 <br />2 <br />4 <br />6 <br />Total Truck PCE Trips <br />79 <br />6 <br />1 <br />7 <br />2 <br />6 <br />8 <br />Total Proposed Project PCE Trips <br />203 <br />16 <br />4 <br />20 <br />6 <br />16 <br />22 <br />Net Trips (Proposed PCE - Existing) <br />-915 <br />-122 <br />-15 <br />-137 <br />-19 <br />-107 <br />-126 <br />Source: Trip Generation Comparison and VMT Assessment Memorandum, Appendix L <br />There is currently no transit, bicycle, or pedestrian facilities near the Project site. The closest OCTA bus stop <br />is located at the intersection of Red Hill Avenue and Alton Parkway, approximately 0.6 mile from the Project <br />site. In addition, there are no bicycle lanes or sidewalks near the Project site. The Project would not result in <br />new impacts to transit or bicycle facilities. The proposed Project would install a new sidewalk along Garry <br />Avenue and the site frontage that would improve the existing pedestrian circulation at the site. Thus, the <br />Project would also not result in new impacts to pedestrian facilities. Overall, the proposed Project would not <br />result in new impacts related to transportation. <br />b) Would the project conflict or be inconsistent with CEQA Guidelines section 15064.3, subdivision <br />(b)? <br />No New Impact. Senate Bill 743 (SB 743) was signed into law on September 27, 2013 and changed the <br />way that public agencies evaluate transportation impact under CEQA. A key element of this law is the <br />elimination of using auto delay, LOS, and other similar measures of vehicular capacity or traffic congestion <br />as a basis for determining significant transportation impacts under CEQA. The legislative intent of SB 743 <br />was to "more appropriately balance the needs of congestion management with statewide goals related to <br />infill development, promotion of public health through active transportation, and reduction of greenhouse <br />91 <br />